73 ^/J* J 



J'<;. 




-R,:EFO:EbT 



— OF THIO — 



BOARD OF COMMISSIONERS 



Jip^t Miller^' f nterptiopl tehibition 



HiELiD insr oinsroi:N'2sTj^Ti. 



FROM MAY 31 TO JUNE 26, 1880. 



Entered according to the Act of Congres's, in the year 1881, by James Barclay, in tin 
office of the Librarian of Congress, at Washington, D.C. 




REPORT OF COMMISSIONERS OF THE 

MILLERS' INTERNATIONAL EXHIBITION, 

X880. 

The Committees appointed to act on behalf of the Chamber of 
Commerce and Board of Trade, in the preHminary arrangements 
and the details of management connected with the Millers' In- 
ternational Exhibition, held in this city, from the 31st of May 
to the 26th of June last, have the hojiior to report as follows : 

At a meeting of the Executive Committee of the Millers' 
. National Association, convened at Milwaukee, in October, 1879, 
it was resolved, on the motion of Mr. Alexander Smith, that 
an Exhibition of Milling Machinery should be held at the next 
annual meeting of the Association. At that time, the claims of 
Chicago alone for the enterprise were considered, and in fact 
no other city in the country was seriously mentioned. No sooner, 
however, had the proposal become known in Cincinnati, than 
several of our leading citizens, and particularly those especially 
interested in Milling, determined to advocate the pretensions of 
Cincinnati as the great central city of the Union, possessing ad- 
vantages for the site of this and other Exhibitions unrivaled else- 
where. To urge these claims, and carry them out to a practical 
result, became, therefore, the primary duty of your Committee, and 
for that purpose it met a similar Committee, appointed by the 
. Board of Trade, on the 24th of October, 1879. The two Com- 
mittees were thereupon organized as a Board of Commissioners, 
and finally a sub-committee, consisting of Mr. Robert Simpson and 
Mr. Geo. E. Gault, were instructed to proceed to St. Louis, and 
confer with Mr. George Bain, the President of the Millers' National 



Association, upon the subject. These delegates found many dif- 
ficulties to contend with, but at last, in spite of all obstacles, and 
especially of the fact that the selection of Chicago had been looked 
upon as a foregone conclusion, their efforts were successful, and 
the Annual Convention for 1880, with the Exhibition itself, were 
secured for Cincinnati. 

Upon hearing the gratifying report of the delegates to St. Louis, 
the Board of Commissioners at once set actively to work. The aid 
of the railroads, the hotels, and the citizens generally, was enlisted 
in support of the plan. Advantageous rates for traveling to and 
from the city, and for the transportation of machinery, were pro- 
mised, and an ample guarantee fund of nearly ;^6o,ooo subscribed. 
The attractions of the coming Exhibition were advertised in all the 
chief cities and milling centers of the United States and the Canadas, 
and also in every country in Europe. The press, generally, of 
America, Great Britain, Germany, and Austro-Hungary, volun- 
tarily gave the design the most material editorial assistance, and 
the milling journals, on both sides of the Atlantic, were invaluable 
in bringing it prominently to the attention of those especially en- 
gaged in milling, and all the branches of the grain and flour trade. 

As the importance of the scheme became more apparent, 
it was determined still further to enlarge the scope of its prac- 
tical utility by a Grain Congress, at which delegates from all 
the most important commercial bodies of the United States and 
Europe might attend, and where samples of flour and grain, as 
graded by the different boards everywhere, might be exhibited, and 
questions of the most vital moment to the trade, and, consequently, 
to purity and economy in the food of the whole people, be discussed. 
The event proved that the value of this additional feature had not 
been over-estimated. The Congress was attended by delegates 
from Great Britain and Ireland, France, Germany, Austria and 
Hungary, as well as our own country, generally, and a very large num- 
ber of foreign as well as domestic products were shown. The de- 



Ill 



liberations of this body of thoroughly representative men, embraced 
a wide range, and will doubtless result in great future benefit. The 
subject of the different systems of grading grain, among other top- 
ics, was deeply considered. The objections against much unneces- 
sary complexity and trouble in business transactions, involved in the 
adoption of so many different grades, indifferent cities of the Union, 
were most carefully considered, and a forcible impetus given to the 
growing desire for the simplification of business by the selection 
of a better and more uniform system for the whole country. 

At the outset, it was believed that the Power Hall of our Exposi- 
tion Buildings would be sufficient for the display of the machinery, 
but the desire to exhibit rapidly became so world wide, that it 
was plain that both the north and the south wings would be in- 
sufficient for the purpose, and it was found absolutely necessary to 
erect an annex. This was done, and thus additional space procured. 
Even then room for some of the exhibits could only be found on 
the galleries of Power Hall, and although the lightest machinery was 
selected, these galleries were discovered to be too weak to bear the 
burden of machinery in motion, and your Committee, almost at the 
last nioment, before the opening, were compelled to shore up these 
floors and the roof. This involved an expense for lumber and 
labor, heavy in itself, and much more so from the fact that relays 
of men were obliged to work at night, and on the Sunday preceding 
the opening, and therefore be paid for double time. The additional 
shafting required to furnish power in the galleries, also demanded 
a considerable outlay. For half its costs your Committee had 
reason to believe that they would be reimbursed by its purchase 
by the Industrial Exposition, but ultimately only one third was paid. 

These expenses, which it was impossible to foresee in the pre- 
parations for, and management of, the first Exhibition of the kind 
ever seen in the world, will account, in some measure, for the 
financial failure of the enterprise, and the subsequent necessity of 
calling upon a percentage of the guarantee fund. There were also 



IV 



other causes which led to this result. Your Committee had every 
reason to think that from its novelty, if not from any other cause, 
it would be largely attended by our own citizens. Such, however, 
was very far from being the case. The great bulk of the attendance 
from first to last, was from other cities, and from over the ocean. 
The comparatively small attendance from our own city, may possibly 
be explained by several causes. Although very largely engaged 
in the manufacture of milling machinery, Cincinnati is not a great 
milling community, and our people at large seem, therefore, to 
look upon their interest in the details of the work shown in the 
Exposition, as less vivid and important than your Committee, and 
many leading citizens had imagined would be the case. 

While it was a matter of regret, that with the utmost care and 
economy practised by the Commissioners, a call was required on 
the guarantors, yet they feel, that in the advantage gained not only 
by the milling, machinery and grain interests of Cincinnati, but also 
in the world-wide advertisement of the city, and the public spirit of 
her merchants and manufacturers, that the comparatively small in- 
vestment was a good one, and that altogether the Exhibition more 
than answered the high expectations of its designers and pro- 
moters. 

It must certainly be gratifying to the people of Cincinnati, to 
remember that the first real International Exhibition, restricted to 
the machinery and products of a single branch of industry, and that 
one of the most important of all, should have been held here in our 
midst. In this respect, Cincinnati has thus taken the lead of all the 
great cities of both the old and the new worlds. That its example 
in this respect will be followed is certain, and indeed preparations 
are already going on at Atlanta, Ga., for holding an exhibition of 
Cotton, and the machinery for its dressing and manufacture, upon 
the same plan as that inaugurated here. Your Committee regret 
that this Exhibition, also, was not secured for Cincinnati. The 
Second Millers' International Exhibition to be held in London, 



England, is also already planned, and the British and Irish Millers 
are making active preparation for this event. 

The completeness of the Exhibition of June last, may be per- 
ceived at a glance, from the fact that there is not a single article 
used in a mill, from the smallest to the largest, of which there 
were not one or more specimens. Many patentees of appliances 
not generally or regularly used, also put up single machines for the 
express purpose of showing or testing their accuracy, and some of 
these articles were proved to be valuable, and consequently more 
American patents will come into universal use. The Scientific 
American and the Miller, London, England, said more than once, 
that such a complete and comprehensive display of a single line of 
machinery had never been seen in the whole world, and probably 
never would be again. At no previous Exhibition, not even in 
London, Paris, Vienna, or Philadelphia at the Centennial, was there 
such a display of automatic steam engines. Of these there were no 
less than five of the first class in active motion. They were most 
carefully tested, and we send you herewith the report of the trials 
made by the experts. It may not be improper to add, as an evi- 
dence of the deep interest felt for the Exhibition in Great Britain, 
that a special edition of the London Corn Trade journal, of more 
than four times its usual size, was issued and occupied entirely with 
matter relating to the Exhibition, and a full and complete review of 
every article on the floors and galleries of the halls. 

Some German and Austrian Journals were nearly equally ener- 
getic, and it is thus as evident as any other fact in history, that the 
name, manufactures, commerce and trade of Cincinnati have been 
carried by the late enterprise into 'quarters where they had never 
previously been mentioned. 

It should also be remembered that the men who have thus been 
interested in the prosperity and industries of our city are not mere 
idle pleasure-seekers, but active and earnest workers, representative 
men of their several cities. The wide extent to which this knowl- 



VI 

edge of the business and attractions of Cincinnati of incalcu- 
lable value to the city has reached, is as surprising as it is 
gratifying. Not only did leading merchants and manufacturers 
visit us last June, from every country in Europe, but they 
came also from Australia and New Zealand. One gentleman, who 
arrived on the very last day, after traveling, without wasting an 
hour, from the British Colony of Natal, in South Africa, solely with 
the hope of seeing the Exhibition, declared that all his trouble and 
expense had been amply repaid by his visit, and the new ideas for 
future enterprise he had gleaned in Cincinnati. This is but one of 
thousands of similar expressions. For although allusion has been 
made in this report to the unexpected paucity of the admissions in- 
to the halls, from Cincinnati herself, it should not be forgotten that 
during the four weeks while the Exhibition was open, about 35,000 
strangers visited the city, many ot them remaining for the whole 
period. The very large majority of these w^ere business men, pre- 
cisely of that class every community must be anxious to attract with- 
in its borders; men, who, from the very nature of their own occupa- 
tions, do more by even their temporary presence in any city to pro- 
mote its prosperity than five times the number of any other class of 
people can possibly effect. 

Your Committee, therefore, feel that they are fully justified in ex- 
pressing their conviction, that the Exhibition has already, and in the 
future will still further tend to the advantage of the industry and 
trade of Cincinnati, and the increase of her wealth. 

Respectfully submitted, 

GEORGE E. GAULT, 

Prcst. First Millers' International Exhibition. 

Cincinnati, December, 1880. 



Vll 



REPORT OF THE TREASURER. 



George E. Gault, Esq., 

President First Millers' International Exhibition : 

Dear Sir — I herewith submit my report of the receipts and ex- 
penditures of the First Millers' International Exhibition. 

To cash from Entry Fees $2,292 23 

To cash from Exhibitors' Tickets 676 00 

To cash from Employes' Tickets 394 00 

To cash from Merchants and Manufacturers' Tickets 55 25 

To cash from Children's Tickets 142 05 



To cash from Railroad Coupons 884 25 

To cash from Sale of Shaftings and Pulleys 1,495 57 

To cash from Sale of Lumber, etc 214 01 

To cash from Flour and Bread 1,364 35 

To cash from Privileges 667 00 

To cash from Guarantee Fund Account 16,491 93 

To cash received from Simpson & Gault 260 93 

To cash received from Voluntary Contribution 250 00 



$34,273 54 

By cash Space and Machinery Committee ... . $12,081 28 

By cash Executive Committee 7,513 34 

By cash Printing and Advertising Committee 9,353 54 

By cash Finance Committee 1,096 44 

By cash for Hungarian Flour 

By cash for Freight on Flour 

By cash for Washburne Flour . 

By cash for Foreign Grain Samples 

By cash for Reception and Entertainment Committee , 

By cash for Music 

By cash for Bunting ... 

By cash for Secretary Contingent Fund 

By cash Committee on Awards 

By cash J. B. Dorman 

By cash for Freight on Foreign Machinery 

By cash for Frank Leslie's Paper , . . . . 

By cash On Hand * 

$34,273 54 
Respectfully submitted, 

E. H. HUNTINGTON, 

Treasurer. 



295 05 


26 65 


48 00 


93 69 


171 00 


1,835 00 


4 60 


706 19 


467 26 


450 00 


80 87 


39 85 


10 78 



BOARD OF COMMISSIONERS 



-OF THE- 



FIRST MILLERS' INTERNATIONAL EXHIBITION, 



CHAMBER OF COMMERCE: 

GEOKGE E. GAULT, E. H. HUNTINGTON, L. M. DAYTON, 

JOHN S. WOODS, JAMES H. SNODGRASS. 

. BOARD OF TRADE: 

EOBT. SIMPSON, SAMUEL WOODSIDE, W. L. ROBINSON, 

JOSEPH KINSEY, E. F. BRADFORD. 

OFFICERS: 

4 

GEORGE E. GAULT, President, JOSEPH KINSEY, Vice-President, 

E. H. HUNTINGTON, Treasurer, JAMES H. SNODGRASS, Secretary, 

J. B. DORMAN, Assistant Secretary. 



IX 



Subscribers to the Guarantee Fund of the 
Millers' International Exhibition — 1880. 



Simpson & Gault 

Windisch. Muhlhauser & Bro 

Gilmour & Sons, Grand Hotel 

G. Ryman. Indiana House 

Burnet House 

Gibson House 

Crawford House 

Cin'ti Consolidated street R. R. Co. 
Cin'ti Chamber of Commerce .. . 

Cin'ti Transfer Co 

C. '., St. L. &C. R. R. Co 

C. H. &D. R. R. Co 

Cin'ti R. R. Omnibus Co 

Howe Scale ».o 

St. James Hotel 

Chatfield <^fc Woods 

Bauer Cooperage Co 

Stedman c"fc Co 

W. C. Davis & Co 

Geo. M. Herancourt 

Schaller & Gerke 

Niehaus & Klinckhamer 

H. Laekman 

John Hauck . 

Weyand. Jung & Hellman 

Foss tfe Schneider 

Hunt's Hotel — 

Chris. Moerlein 

J. W.Hill 

Lane «& Bodley Co 

Walnut Street House 

E. F. Bradford & Co 

C. R. Mabley 

Post & Co 

Cincinnati Gas Light & Coke Co... 

E. H. Huntington & Co 

Woodside & Peyton 

J. Walker & Co 

Jewett & Adams 

Wehrle House 

J. W. Gaflf &Co 

Hall's Safe and Lock Co 

Vine St. Opera House 

Ross & Lysle 

Hummel House'-'. 

GaflF, Fleischmann <fe Co — 

Henrie House* . • 

Jno. H. Ahlbrandt 

Chas. Vogel 

W. Degenhart". 

E. H. Bessehl 

Amor Smith 

Snider & Holmes 

Davidson & Buss 

F. Yoigt 

J. B. Frost 

Van Duzen & Tift 

DeCamp, Levoy & Co ^ 

Pearce , Atkins & Co 

Marmet & Co 

Samuel Tatum & Co 



.$2,000 
1,000 
1,000 
1,000 
1,000 
1,000 
1,001) 

1,000 

1,000 
750 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
500 
250 
250 
250 
300 
200 
200 
100 
300 
300 
300 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
100 
200 
100 



Daniel Stone & Co $200 

C. F.Spreen 200 

J. F. Noeker 200 

Davis & Jenning 100 

Rudolph Wurlitzer & Bro 100 

Campbell Creek Coal Co 200 

Alms & poepke 200 

Honkomp, Stagge & Lottman 200 

F. Lukenheimer .... ... 200 

The Board of Trade and Transport'n 200 

C. Sandheger 100 

H. Closterman 100 

Kemper Bros 100 

A. Zeikel 100 

Keber Haase 200 

Coller St Co 100 

Jos. GraeflF 100 

R. Gohs 200 

Peter G. Thomson , ... 100 

D. H. Baldwin & Co IOq 

E. Bordman&Co lOQ 

Jno. Schneider & Co 100 

Washington Hotel 100 

Wm. Brachman 100 

Kruse Ballman 100 

A. Erkenbrecher lOo 

E. J. Wilson & Co 100 

Louis Snider' s Sons ]00 

Cincinnati Volksfreund 200 

Pappenheimer Hardware Co 100 

Emerson, Fisher tfe Co 100 

Krieger, Burkhardt & Co 100 

FidelBader 150 

Henry Wielert 100 

Jno. Carlisle 100 

Raj'mond Bag Co 200 

A. T. Goshorn 200 

L. M. Dayton 250 

Geo. W.Jones 200 

Putnam, Hooker & Co 200 

Peebles, Foulds & Co 200 

Attlesey Litographing Works 100 

Glaescher & Co 100 

Gait House 250 

Walsh v't Kellogg 2.50 

J. N. Griffith & Co 300 

W. N. Johnson & Co 100 

Hubbell & Fisher 100 

Hoffheimer Bros , 100 

D. Kiefer 100 

Spenee Bros & Co 100 

Oberly House 200 

Mcllvain & Spiegel 200 

Geo Schraider House 100 

Schneidlapp Co 100 

Globe Rolling MiH Co ... 100 

Jas. H. Snodgrass 200 

Bradford Mill Co . 500 

Thos. Bradford & Co 100 

Jas. Gordon 200 

Louis Ballauff 100 



Friend & Fox Paper Co $100 

C T. Dumont 100 

H. F. West, Bro. &Co 100 

Meader Furniture to 100 

Jno. Shillito i^ Co . 100 

Mitchell cV: Rammelsburg 100 

McAlpin. Polk iV: Co 100 

JeflFreys. Seeley »t Co 100 

J. R. Peebles' Sons 100 

Cincinnati Times Co 100 

vVm. Kirkup iV: Son 100 

Gale Bros 100 

M. H. Fagin .t ( o 100 

James L. Haven & Co 200 

Strobel & Wilken 100 

Wm. L. Robinson 100 

Geo. W. Strowbridge 100 

Gloi)e Carriage Works 100 

C. Kleine & Co 100 

Jno. H. McGovvan & Co 100 

A. E.Burkhardt & Co 300 

Fritsch & Blettner 100 

D. Hummell .t Son 100 

H. E. Woodrow 100 

Hosier Safe and Lock Co 100 

S. F. Denton 100 

Caldwell Sc Co . . 100 

Mitchell, Tranter & Co 100 

Jos. Sharp 100 

Jno. C. Davis 100 

Wilson Bros .. 100 

Maddox, Hobart & Co 100 

Julius Dexter 250 

J. Le Boutillier & Co 100 

St. Nicholas Hotel 100 

Faran& McLean 100 

Jno. Holland 100 

A. .I.Clark 100 

Chas. Stewart 100 

Duhme&Co 100 

Snider & Hoole 100 

Cincinnati Star Co 100 

P.G.Stevenson 100 

J. W. Fisher & Co 100 

Keppler&Bro 250 

Hermann Goepper • 100 

Larz Anderson 100 

I. At E. Greenwald 200 

T. & A. Pickering 100 

Louis Ballenburg 100 

< anal Flour and Feed Co 100 

Knost Bros. & Co 100 

Barthel Grate Bar Co 100 

Cincinnati Gazette Co 100 

Brunswick-Balke Co 100 

E. E. IsbelKfe Co 100 

H. R. Probasco 100 

C. Oskamp 100 

Harms' Palais Royal 100 

Shotwell, Clerihew & Lothmann . • 100 

Pearce, Kaign & Co 100 

Bromwell Manufacturing Co 100 

J. T. Warren .t Co 100 

Britton <k Co 100 

Weatherby, Stevens & Co 100 

J. W. Baldridge & Co . 100 

John Church & Co . 100 

Consolidated Coal and Mining Co . 100 

A. S. AVrenn & Sons 100 

Louis Boman — 100 

A. R. Taph &Co 100 

Pape Bros. «& Kugemann 100 

Ranchfuhs, Egner & Co 100 

M. Halstead&Co 100 

Aug Schmidt 100 

L. Roth 100 



Cincinnati Type Foundry 


$100 


Robt. Clarke Jfc Co 


100 


Hayward & Hurd 


100 


Bell, Miller 1' Co 


100 


Jas. Murdoch & Co 


100 


Geo.F. Otte &Co 


100 


Chas. H. Flach & Bros 


100 


Jno, J. Perkins »k Co 


100 


Mosler, ^ahmann & Co 


100 


Wm. Glenn & Sons 


100 


Leumson Manufacturing Co. 


100 


A. W. Frank 


100 


Chas. H. Bishop & Co 


100 


H. &S. Pogue 


100 


Louis Huffman 


100 


Greenwald A: Schott 


100 


Barber & Stout , 


100 


Mellen, Brown & Co 


100 


Huddart & Rigdon 


10'> 


Robt. Moore & Co 


100 


O.J. Nottingham & Co 


100 


Phillips Coal Elevator Co ... 


100 


H. A. Langhorst 


100 




100 


F. H. Lawson & Co 


ion 


J. H. &T. Jouvet 


100 


Gould, Pearce & Co 


100 


Schmitt, Weigel & Co 


100 


Chas. Schmidt. 


100 


N. Wolf & Co 


100 


M. Kraund. •. . . 


lor 


The Singer Manufacturing Co 


100 


HoefiinghoflF & Lane 


100 


Alex. Fries & Bros ■■ 


100 


Louis A. Roth 


100 


J. E.Frey 


100 


Eckstein, Hills & Co 


100 


Semple, Cassily & Co 


100 


P. Powell &: Son 


100 


C. S. Cheever 


100 


Armstrong Buggy Co* 


100 


Roots & Co 


100 


A. Nune 


100 


W. C. Peale&Bro 


100 


Hoffman Bros 


100 


Beldina: Bros & Co 


100 


J. R. Hawley 


100 


J. B. Schroder. 


100 


F. Helferdie ct Sons 


100 


Parker, Wise & Co 


100 


' has. Moser & Co 


100 


A. Schmitt & Co ,. 


100 


T. T. Haydock •• 


100 


B. G. Stahl &Co 


100 


F. Vonderheide 


100 


Jno. Curtis 


100 


Cincinnati Frie Press 


100 


Sterns, Dair & Co 


100 


Street & Sehmit 


100 


Licking Rolling Mill Co 


100 


Bishoprick's Inf. Bak'g Powder Co.* 


100 


Wm. L. Perkins & Co 


100 


Sam'l Lowry & Co 


100 


Wm. "ioung 


100 


Buchanan & Co 


100 


S. Levi <k Bros 


100 


H. R. Droste & Co 


100 


W. G. Hvndman & Co 


100 


Redway & Burton 


100 


Taylor & Bro 


100 


Hahman Bro 


100 


Biedinger & Selbert 


100 


Schmitt & Bro 


100 


Blymyer Manufacturing Co 


100 



Delinquents. 



EEPORT OF THE EXPERT 

ON THE 

TEST TRIALS OF AUTOMATIC CUT-OFF STEAM ENGINES, 

AT THE 

FIRST MILLERS' INTERNATIONAL EXHIBITION, 

CIIVCIIVIV^TI, jxj]ve:, isso. 



Five engines were entered for the trials, the '* Harris- Corliss,'' 
by Wm. A. Harris, of Providence, R. L; the '' Reynolds- Corliss !' 
by E. P. Allis & Co., of Milwaukee, Wis.; the '' Brozvn;' by C. 
H. Brown & Co., of P'itchburg, Mass.; the '' Buckeye ^ by the 
Buckeye Engine Co., of Salem, O.; and the '' Wheelock,'' by 
Jerome Wheelock, of Worcester, Mass, 

Three of these, the " Harris-Corliss," the " Reynolds-Corliss," 
and the "Wheelock," were submitted to trials. 

The " Brown" engine was withdrawn by reason of a real or sup 
posed incapacity of the condenser. The condenser was the in- 
vention of Mr. James Guthrie, and contained the principles found 
in the well-known "Morton" ejector condenser. Mr. Guthrie's 
large experience in the application and use of the Morton con- 
denser, should qualify him to construct a machine of this type 
with certainty as to the results ; but Mr. Brown saw fit to avoid 
the trials upon the ground of inefficiency of the condenser. 

The '' Buckeye" engine was an elegant specimen of workman- 
ship, and from its known reputation in the steam-engine field, was 
an excellent subject for critical competitive experiment. But 
the foundation provided for the engine was entirely inade- 



quate for the speed at which it was to be worked, being in all 
respects much lighter than that of the other engines, which were 
worked at three fourths the speed of the " Buckeye." 

The general insecurity of the foundation made it difficult to 
run the engine creditably ; and after an earnest attempt, by Mr. 
Sharp, to remedy the defect, the engine was withdrawn from 
the trials. 

The engines were all fitted with liberating valve gear. The 
** Harris" and "Reynolds" using the original "Corliss" valves 
and gear, with special improvements of their own ; and the 
''Wheelock," using a, system of taper-plug valves, placed below 
the base of the cylinder. The ** Corliss" wrist-plates and valve 
rods are used by both Mr. Harris and Mr. Reynolds, but the 
latter has added a very ingenious liberating hook, which imposes 
a constant load upon the regulator, independent of the point of 
cut-off. In the *' Wheelock" engine the eccentric hook engages 
with a stud on a small starting bar attached to the stem, and 
forming the lever for the forward exhaust valve. A link, with a 
gab at its forward end, extends back from the lever of the for- 
ward valve to the lever of the back exhaust valve. The motions 
of the exhaust valves are simultaneous in time and quantity. A 
short crab claw or liberating hook, pivoted to the lever of each 
of the exhaust valves, furnishes the opening movement of the 
corresponding steam valve. 

The steam valves of the ''Reynolds" and "Harris" engines 
were fitted with vacuum dash pots. The "Wheelock" engine 
was furnished with weight dash pots. The cut-off movement of 
the "Harris" and "Reynolds" engines was very prompt, but 
with the " Wheelock" engine, the closure of the steam port was 
rather tardy. 

The "Reynolds" engine was fitted with a combined fly ball 
and mercurial regulator, which was so nicely adjusted that changes 
of load or steam pressure produced no material change in the 
motion of the engine. 

The " Harris" engine was fitted with a " Porter" governor, 
the performance of which was only fair. 

The "Wheelock" engine was furnished with a fly ball and 



3 

spring governor, which, while inferior to the ''Reynolds" regu- 
lator, controlled the motion of the engine, during the regulator 
test, much better than did the '' Porter" governor on the " Har- 
ris" engine. 

The '' Reynolds" engine was fitted with an independent, single- 
acting air pump and jet condenser. During the condensing 
trial the air pump was driven by a belt from the engine shaft ; but 
the machine is provided with a steam cylinder, slide valve, and 
piston, to work independently of the engine under ordinary cir- 
cumstances. The arrangement of the air pump and condenser is 
very compact and convenient, and as demonstrated during the 
friction trial requires much less power to work it than the form 
heretofore in use with this type of engine. 

The " Harris" engine used a double-acting air pump and jet 
condenser. The air pump was driven from the crank pin by a 
light shackle bar and rocker arm. 

The " Wheelock" engine was furnished with a " Bulkley" con- 
denser : as is well known, this form of condenser requires no air 
pump, the air present in the exhaust being carried down the 
descending leg of the condenser by induction. 

According to Mr. Wheelock, his condenser was calculated for a 
larger delivery of exhaust steam, and as no means existed for 
the contraction of the steam and water apertures in the condenser 
head, to the weight of steam actually exhausted, the condenser 
would not show as good results as a smaller machine. 

So far as the vacuum is concerned, it did not equal the jet con- 
densers of the ** Harris" and " Reynolds" engines, but in econo- 
my of circulating water, it does not appear that the excess in 
size of the condenser worked any injury. 

The general construction of the " Reynolds" engine was ex- 
cellent, all parts were heavy and well fitted, and the design strikes 
the observer as being well calculated to successfully meet the 
natural working strains ; being entirely devoid of burnish or 
nickel plate, the engine had every indication of being built for 
service and not for display. 

The " Harris" engine was in all respects similar to the engines 
furnished by this well known builder to his customers. The de- 



sign appears lighter than the '' Reynolds," with more polish and 
fewer details. The weights of the engines, exclusive of fly wheels, 
do not vary greatly, with the excess in favor of the *' Reynolds." 
The " Harris" engine more nearly resembles the original "Cor- 
liss" than the " Reynolds," the form of the girder, and the valves, 
valve chambers and valve gear, together with the regulating 
mechanism being alike in the " Harris" engine and its cele- 
brated predecessor ; while Mr. Reynolds, in his design, retains 
only the four steam and exhaust valves, and the wrist-plate 
motion, with the latter materially modified. 

Although the ''Harris" engine departs less from the original 
" Corliss" engine than the "Reynolds," Mr. Harris has added 
several valuable improvements of his own, chief of which are 
the cone bonnets, self-packing valve stems, and the Babbitt & 
Harris piston packing. 

The " Wheelock" engine is a type of its own, with all the 
valves located below the cylinder in a common plane. This en- 
gine is a marvel of compactness and simplicity, and I might say 
oddity, as many of the peculiarities of the builder are reproduced 
in his engine. 

Engineers of a fastidious turn have not been disposed to recog- 
nize Mr. Wheelock as in the front rank of automatic steam en- 
gine builders. But the 'record made by his engine in these trials 
may procure for him a more respectful consideration in the fu- 
ture. The whole engine is extremely light ; the weight, exclu- 
sive of fly wheel, being but one half that of the " Harris," and 
less than half of the "Reynolds" w^eight. But the weights of 
the tw^o latter engines include the air pump and condenser. 

It did not appear, however, during the trials, that the reduced 
weight of the " Wheelock" engine rendered it less capable of re- 
sisting the load strains than either of its more celebrated com- 
petitors. 

All of the engines were new, and leaked slightly through the 
valves, and possibly in one instance past the piston, during the 
trials. Mr. Ellis, of the " Harris" engine, attempted to hasten 
the seating of the steam valves of his engine by filing, previous 
to the trials, with good results, as shown by the diagrams. No 



effort was made with either the "Reynolds" or " Wheelock" en- 
gines to seat the valves except by wear. 

The foundations of the ** Reynolds" and "Wheelock" engines 
were excellent in every respect, but the foundation of the " Har- 
ris" was very inferior to those of its two competitors. During 
the operation of the engine, previous to the trials, the founda- 
tion cracked under the pedestal, and required special bracing 
before the condensing load was put on. 

Each engine was belted back from a sixteen-foot pulley on 
the main shaft, to a five-foot pulley on a short counter or jack 
shaft, mounted in suspension hangers overhead. From a pair of 
four-foot pulleys on the jack shaft, two twelve-inch, double leather 
belts, conveyed the motion to a pair of four-foot pulleys on the 
test trial line shaft. At the remote end of the test trial line shaft 
motion was taken to a pair of No. 5 Gould's rotary power pumps, 
mounted upon a heavy timber foundation, under the line shaft, 
by four, four-ply rubber belts, with forty two-inch pulleys on the 
line shaft, and thirty four-inch pulleys on the pump shafts. 

The main belts were double, of select stock, twenty-four inches 
wide, and were made for the trials by the house of E. F. Brad- 
ford & Co., of Cincinnati. 

All belts were drawn tight, and worked without binders. 

Previous to the trials the boilers were bricked in, to furnish 
about forty superficial feet of super heating surface, in order 
that steam at or above saturation should be furnished to the en- 
gines during the trials. 

The main line of steam pipe was eight inches diameter, and 
about one hundred and twenty-five feet long, with two bends, and 
well covered with plastic cement. The branch pipes to the en- 
gines were, to the "Reynolds" five-inch, to the *' Harris" six- 
inch, and to the " Wheelock" seven-inch, diameter. The "Rey- 
nolds" branch pipe had two bends, one at the junction with the 
main steam pipe, and one over the engine. The " Harris" 
branch pipe had three bends, one at the junction with the main 
steam pipe, one over the engine, and one at the junction with 
the screw valve. The " Wheelock" branch pipe had two bends, 
one at the junction with the main steam pipe, and one at the 
screw valve, in addition to a slight bend in the length of pipe. 



The " Harris" engine occupied the position nearest the boilers, 
with the ** Reynolds" next, and the " Wheelock" at the remote 
end of the main steam pipe. 

During each trial, condensing and non-condensing, all steam 
made by the boilers was delivered to the pipe, and consumed by 
the engine, or accounted for in the manner shown in the summary. 

The trials were made in accordance with the following code of 
regulations, excepting (possibly to the credit of two of the con- 
testing engines) no test was made of the tightness of pistons. 

The code originally published and circulated among the engine 
builders contemplated the use of circulating water from the 
Miami canal to the rear of the Exposition building. 

But the absence of water in the canal, at the time of trials, 
compelled the use of water, under pressure, from the city mains. 



CODE OF REGULATIONS FOR THE TEST TRIALS 



OF 



AUTOMATIC CUT-OFF STEAM ENGINES, 

AT THE 

FIRST MILLERS' INTERNATIONAL EXHIBITION, 



THE ENGINES. 



Cylinders. — All engines entered for trials will be uniformly 
eighteen (i8) inches diameter of cylinder, and worked at six 
hundred (600) feet piston speed. The drop cut-off engines should 
be 18x48 inches (unless the builder prefers a longer or shorter 
stroke), and worked at seventy-five (75) revolutions per minute. 

Fly Wheel. — The pulley fly wheel for drop cut-off engines 
should be sixteen (16) feet diameter, and twenty-five (25-26) inch 
face, or adapted to a twenty-four (24) inch belt. Should any 
builder prefer to use a smaller wheel, not less than fourteen (14) 
feet diameter, he may do so by promptly advising the expert of 
the size wheel he will use. But in each instance, if possible, a 
sixteen (16) foot wheel should be used. Engines having other 
than forty-eight (48) inch stroke, will make diameter of fly wheel 
equivalent in diameter to sixteen (16) foot wheel at seventy-five 
(75) revolutions per minute. 

Indicator Connections. — Each cylinder shall be drilled and tapped 
by the builder for indicator connections. This will be for one 
half (^) inch pipe. The center of holes (one at each end of 
cylinder) shall be opposite center line of cylinder, and center of 



8 

width ( or length) of cylinder clearance space. Each cross-head 
shall be drilled and tapped five-eighths (^) inch (machine thread), 
one (i) inch deep, for attachment of indicator driver. This hole 
shall be opposite center of cross head pin. 

Clearance Holes. — Each cylinder shall be drilled and plugged at 
both ends, for taking the clearances of cylinder and steam 
passages. The upper holes must be so situated as to permit the 
filling of spaces with water to the highest point, and the lower 
holes must be so situated as to completely drain the spaces after 
they are filled. The holes should be for the reception of three 
eighths (^) inch pipe. The clearances will be measured pre- ■ 
vious to the trials with cyHnder hot. 

Foundations. — Each competitor will be allotted a space twenty 
(20) feet wide and thirty-five (35) feet long, in which he will 
build his foundation under the direction of the expert. 

Steam Pipes. — Each competitor will be required to furnish his 
connections with the main steam pipe, with the main injection 
pipe, and the main overflow pipe. 

Steam. — Steam will be furnished the engines one week previous 
to the opening of the Exhibition, for the purpose of testing 
steam joints, adjustment of valve motion, bearings and regula- 
tions. 

Steam Joints. — All steam joints, piston packing and valve joints 
must be practically steam tight before the engine is submitted to 
trials. The fit of piston packing will be determined by removing ^ 
back cylinder head, setting crank on forward and back centers, 
and subjecting piston to steam pressure at ninety (90) pounds by 
gauge. 

It is expected that all pistons will be steam tight under this 
test. 

Condensing Apparatus. — Each engine must be furnished with 
complete condensing apparatus, including a bye-pass valve, to 
change from condensing to non-condensing engines. 

Dimensions. — Each competitor will file with the expert a sum- 
mary showing the — 

Diameter of cylinder to nearest .01 inch. 

Stroke of piston to nearest .01 inch. 



9 

Diameter of piston rod to nearest .01 inch. 
Diameter of steam pipe. 
Diameter of exhaust pipe. 
Area of steam ports (each). 
Area of exhaust ports (each). 
Diameter of fly wheel, 
Face of fly wheel. 
Weight of fly wheel. 
Weight of engine exclusive of fly wheel. 
Diameter of injection pipe. 
Diameter of overflow pipe. 
Diameter of air pump. 
Stroke of air pump. 

Manner of working air pump, and any special points of merit 
possessed by the engine. 

THE TEST TRIALS. 

Boilers. — The boilers furnishing steam for the trials — two in 

number — are each of the following dimensions : 

Diameter of shell 48 inches. 

Length of shell 16 feet. 

Tubes 3 2 — 4 inch. 

Heating surface shell 114.89 sup. ft. 

Heating surface tubes 536.16 ** 

Heating surface heads 12.56 " 

Heating surface total 1327.24 ** 

Grate surface total 35-32 '' 

Heating to great surface: ratio 37-58- 

Great surface to calorimeter: ratio 6.327. 

And are calculated to furnish four thousand five hundred (4,500) 

pounds of steam per hour, at 90-100 pounds pressure by gauge. 
The safety valves will be set to blow at (10) pounds above the 

mean pressure carried, and care will be taken to prevent a blow 

during trial. 

Feed Water. — The water delivered to the boilers will be drawn 

from the city mains into a receiving tank set on a platform scale. 

From this it will be drawn into a supplemental tank set below. 



10 

From the supplemental tank the water will be delivered to an in- 
dependent boiler feeder connected with check valve of boilers. 
The steam required to drive the boiler feeder will be taken from 
a duplicate battery of boilers set alongside those furnishing steam 
to the engine under trial. The water fed to boilers will be de- 
termined in weight whilst in the receiving tank. 

Quality of the Steam. — The quality of steam will be taken in 
the pipe leading from the main pipe to the engine by a continu- 
ous calorimeter, with entry pipe set opposite to the direction of 
flow in the center of steam pipe. 

Condensing Water. — The condensing water will be obtained from 
the city mains, under pressure, and the overflow from hot well be 
returned to the canal by natural flow. The circulating water 
will be measured in transit to the condenser to determine the 
weight of water expended in effecting the vacuum. 

Steam Pressure. — The steam pressure in the pipe leading to the 
engine will be fixed at ninety (90) pounds, and will be taken by 
gauge, with entry pipe set opposite to the direction of flow in cen- 
ter of steam pipe. 

Vacuum. — The vacuum will be taken by spring gauge in the 
condenser. 

Overflow. — The temperature of overflow will be taken in the 
hot well. 

Diagrams. — The diagrams from the cylinder will be taken with 
Thompson indicators. The diagram will be read for initial press- 
ure, for cut-off, for pressure at cut-off,, for terminal pressure, for 
release, for counter pressure, for exhaust closure, for compres- 
sion pressure, and for mean effective pressure. From the dia- 
gram will be deduced the maintenance of steam pressure to cut- 
off, the relation of actual to theoretic expansion, the relation 
of actual to calculated ratio of expansion, the steam accounted 
for, and the relation of vacuum in the condenser to vacuum in 
the cylinder. But the economy of engine will be calculated 
from the known weight of steam delivered to the pipe. 

Engine Counter. — The revolutions of engine will be taken by 
continuous counter. 



11 

Temperature. — The temperatures of injection and water in hot 
well will be taken with Green thermometers. 

Barometer. — An aneroid barometer will be used. 

Resistance. — The resistance will be obtained by rotary pumps 
driven by belts from test trial line shaft. The loads will be regu- 
lated by throttling the discharge orifices. 

Loads. — The indicated load for engine non-condensing, will be 
fixed at one hundred and sixty (i6o) horse power, or less; and 
the indicated load for engine condensing, will be fixed at two 
hundred and twenty (220) horse power, or less. The loads con- 
densing and non-condensing will be alike for all engines, and 
maintained as uniformly as possible for each trial. 

Clock. — The time will be taken from a chronometer clock. 

Signals. — The signals for observations will be rung on the gong 
regularly every fifteen (15) minutes; two taps of the gong will 
call the attention of assistants to an approaching observation; 
and one tap following will indicate the termination of a fifteen 
(15) minute interval. 

Pipe Connections. — Previous to the trial, all pipe connections 
from all but the engine under trial will be closed by blank flanges. 

Duration of Trials.— The duration of trials will be fixed at ten 
(10) hours for engine condensing, and at ten (10) hours for 
engine non-condensing. Previous to the commencement 
of each trial, condensing and non-condensing, the boilers 
will be steamed up to the pressure necessary to maintain 
ninety (90) pounds by gauge in the pipe at engine under trial ; 
and the height of water in the boilers brought to working gauge 
point ; all water supplied to the boilers thereafter will be weighed 
and charged to the engine, subject to correction by calorimeter 
data. At close of each trial the water level and steam pressure 
will coincide with conditions at commencement of trial. 

Stop Valve. — During condensing and non-condensing trials" the 
engine will work with stop valve set entirely open. 

Friction Trial. — At close of second trial on each engine, the 
main belt will be removed, and engine operated for thirty (30) 
minutes without load other than its own friction, for friction dia- 
grams. The counter will be read regularly every minute during 
this trial. 



12 

Economy. — The economy of engine will be deduced from net 
weight of steam supplied during the trial ; no notice will be taken 
of the coal actually burned in producing the steam, the boilers 
being worked simply to supply the required quantity of steam 
in best thermjil condition, and at uniform or constant pressure ; 
and the cost of the power in coal per indicated and per gross 
load, horse power per hour, will be stated upon an evaporation 
equivalent to ten (lo) pounds of steam per pound of coal. 



13 



DIMENSIONS OF THE ENGINES- 

In the following tables are given the dimensions and calcula- 
ted quantities for the engines, condensing and non-condensing. 
The diameters and strokes of pistons were measured from rods 
carefully fitted to the cylinders, and from the cranks of the re- 
spective engines. 

The clearances were measured by setting the crank on both 
centers, and filling the voids between piston and valve faces with 
water, the water being drawn off at the lowest point of clearance, 
temperature noted and weighed. Owing to the difficulty ex- 
perienced with all the engines in holding the water in the clear- 
ance, by reason of valve, or piston leaks, or both, the measure- 
ment of clearances, at best, can only be regarded as an approxi- 
mation. 

In the " Wheelock " engine two clearances are found, one for 
expansion, and one for compression ; the latter was measured in 
the manner described, and the clearance for expansion was esti 
mated from the diagrams condensing and non-condensing. 

To explain the existence of two clearances in the ''Wheelock" 
engine, but one port into the cylinder is provided at each end : 
this port is alternately covered and uncovered by the exhaust 
valve, and were the steam valves removed entirely, or set open, 
the two exhaust valves would furnish a complete valve motion 
with cut-off late in the stroke. 

The steam valves are placed alongside the exhaust valves, the 
casting forming the steam valves seat also forming the exhaust 
valve chamber at each end of the cylinder. 

The exhaust valve being rolled into position to uncover the port 
into the cylinder, and close the exhaust, before the steam valve 
opens for lead, whence the expansion clearance is measured from 
the face of the steam valve, and includes the compression clear- 
ance, and the void in the exhaust valve chamber ; and this clear 
ance subsists until the exhaust valve has covered the port into 
the cylinder, when the expansion clearance, and the compres- 



14 

sion clearance, are alike. This occurs, however, so late in the 
stroke as to have very little if any effect upon the expansion 
curve of the diagram. 

In estimating the weight of steam expended to release, for the 
"Wheelock" engine, the expansion clearance has been used; 
and in estimating the weight of steam retained for cushion, the 
compression clearance has been used. 

The points of release and exhaust closure were measured on 
the diagrams, and equalized for both ends of cylinder. 

The weights of engines and fly wheels, and all dimensions of 
the engines, excepting the diameters of cylinders and strokes of 
pistons, were furnished by the builders. 

The factor of horse power has been calculated for the several 
engines as follows: 

REYNOLDS-CORLISS. 

CONDENSING. 

Mean piston speed, 603.064; mean area piston, 251.9192, and 
603.064x251.9192^6 H. P. 

33,000 

NON-CONDENSING. 

Mean piston speed, 602.6664, and 602.6664 X 251.9192 
= 4.6008 H. P. 33,000 

HARRIS-CORLISS. 

CONDENSING. 

Mean piston speed, 606.64; mean area piston, 252.4967, and 
606.64 X252.496; _^^^ H. P. 
33,000 

NON-CONDENSING. 

in cnf^pH f\c^(-\ /1 5? and f\C\f\ a9^\/ oto Ar\f\n 

4.6304 



NON-CONDENSING. 

Mean piston speed, 606.48, and 606.48x252.4967 



H. P. 33,000 

WHEELOCK. 

CONDENSING. 

Mean piston speed, 595.7736; mean area piston, 258.484, and 
595.7736X258.484^^^^^ HP 
33,000 

NON-CONDENSING. 

Mean piston speed, 608.576, and 608.576 X 258.484 

H. P. 33.000 ( '^■'^ ^ 



15 

REYNOLDS-CORLISS ENGINE. 

DIlVtICNSIONS. 

ENGINE. 

Diameter cylinder, 18.02" 

" piston rod, 2.8125" 

" steam pipe, . . 5." 

'* exhaust pipe, 7." 

" flywheel, 16.' 

Width " " face, 25." 

Area steam pist6n, 255.0354 sq.iii. 

" piston rod, 6.2125 " 

" steam ports (each), 15.75 '* 

" exhaust" " 27.00 " 

Stroke of piston, 48." 

Weight of engine, exclusive of fly' wheel, 22,180 lbs. 

" " fly wheel, 14,694 lbs. 

Volume of clearance, 320.4728 c. i. 

Clearance in decimal of stroke, * .0265 

CONDENSER AND AIR PUMP. 

Diameter air pump cylinder, 17." 

" injection pipe, 2." 

" overflow pipe, 7." 

Stroke of air pump piston. 12." 

CALCULATED DATA. 

Condensing. Non-condensing. 

Kevolutions per minute, 75.3830 75.3333 

Piston speed, 603.0640 602.6664 

Factor of horse power, 4.6039 4.6008 

Release in decimal of stroke, .97766 .98131 

Exhaust closure in decimal of stroke, .05558 .08282 

Piston displacement per hour, . .63303.83 c.f. 63263.03 c.f. 

'' " " " to release, 61889.93" 62079.76" 

" " " " exhaust closure, 3518.44 " 5239.86 " 

Volume of clearance per hour, 1677.64 ■" 1676.54 " 



16 

HARRIS-CORLISS ENGINE. 
iDinyc^isrsiONS. 



Diameter cylinder, 18.03" 

" piston rod, 2.68" 

" steam pipe, 6." 

" exhaust pipe, 8." 

" flywheel, 16.' 

Width " " face, 25." 

Area steam piston, 255.3172 sq.in, 

" piston rod, 5.641 " 

" steam ports (each), 13.50 " 

" exhaust'' " 24.75 " 

Stroke of piston, ' 48." 

Weight of engine, exclusive of fly wheel, 18,000 lbs. 

" "fly wheel, 11,950 lbs. 

Volume of clearance, 234.5175 c. i. 

Clearance in decimal of stroke, 0193 

CONDENSER AND AIR PUMP. 

Diameter air pump cylinder, 9.81" 

" injection pipe, 2.00" 

" overflow pipe, 6.00" 

Stroke air pump piston, 12.00" 

CALCULATED DATA. 

Condensing. Non-condensing. 

Kevolutions per minute, 75.83 75.81 

Piston speed, 606.64 606.48 

Factor of horse power, 4.6416 4.6304 

Kelease in decimal of stroke, 93968 .96852 

Exhaust closure in decimal stroke, .12164 .11979 

Piston displacement per hour, 63821.94 c.f. 63805.78 c.f. 

" to release, 59973.58 " 61797.37 " 

" " " exhaust closure, 7763.54 " 7643.81 " 

Volume of clearance per hour, 1234.95 " 1234.63 " 



17 



WHEELOCK ENGINE. 



r> HVEEN S IONS . 



Diameter cylinder, 18.26" 

" piston rod, ' 2.9375" 

" steam pipe, 7." 

" exhaust pipe, 8." 

flywheel, 16.' 

Width " face, 25." 

Area steam piston, 261.8726 sq. in. 

" piston rod, 6.7771 '' 

" steam ports (each), 30. " 

" exhaust" " 30. 

Stroke of piston, 48." 

Weight of engine, exclusive of fly wheel, 9,000 lbs. 

" " fly wheel 12,000 lbs. 

Volume of clearance, compression, 176.5713 c. in. 

" " " expansion, 292.2130 " 

Decimal of clearance, compression, .0142 

expansion , .0235 

CONDENSER. 



Diameter injection pipe, 
" overflow pipe, 



2." 
3.5' 



CALCULATED DATA. 



Condensing. Non-condensing. 

Revolutions per minute, 74.4717 76.072 

Piston speed 595.7736 608.5760 

Factor of horse-power, 4.6666 4.7669 

Release in decimal of stroke, -95622 .96970 

Exhaust closure in decimal of stroke, .05603 .08413 

Piston displacement per hour, 64166.74 c.f. 65545.07 c. f. 

*' " " to release,.... 61357.83 " 62986.87 " 

" " to ex. closure, 3595.67" 5514.67 " 

Volume of clearance per hour, compression, 913.16 " 932.78 " 

" " " expansion,.. 1511.21" 1540.31 " 



18 



RECORDS ENGINES CONDENSING. 

In the following tables I have recapitulated all the principal 
data from the log of observations for the condensing trials, 
in the order in which the engines were tested. 

In the tables of general observations are given the readings of 
the steam and water gauges, the water level gauge in the i)oilers, 
barometer, vacuum gauge, engine counter, thermometers, and 
meter through which the condensing water was drawn. 

The readings were taken every fifteen minutes, upon signal, 
by the regular observers, and hourly by the check observers. 
Previous to compiling the logs, a careful comparison was made 
between the regular and check records, to correct any errors 
which might exist, with no material differences between the 
records. 

The regular observations were taken without alteration from 
the original note books. 

In the tables next the log of observations, are recapitulated 
the data from the indicator diagrams. 

The cards have been separately worked and tabled for each 
end of the cylinder. 

The initial pre'^sure, and pressure at cut-off have been read 
from the atmosphere. The terminal pressure, counter pressure 
at mid-stroke, and maximum compression pressure, have all 
been read from zero or perfect vacuum. The vacuum at mid- 
stroke has been stated in pounds. The mean effective pressure was 
read with an Amsler planimeter, independently, by two of my 
assistants and myself All the readings from the diagrams were 
taken independently, by Mr. Gross and myself; and all calcu- 
lations on the data from the diagrams were made independently, 
by Messrs. Withenbury, Ford and myself, to correct errors. 

The cut-offs given in the tables were calculated from the dia- 
grams, each diagram being measured for total length and for length 
to cut-off. 



19 

The heads of the columns in the tables of general observations 
and indicator diagrams, sufficiently explain their meaning. 

In the tables succeeding the indicator diagrams are given the 
original water records as taken by my assistant, Mr. Ford, during 
the trials. 

In columns 3 are given the weights at beginning and end of 
each fifteen-minute interval for the trials; in columns 4 are given 
the differences between the weights in columns 3, showing weights 
of water supplied to the boilers during the intervals; in columns 
5 are given the weights of water added. The water added for 
any given interval and the remainder weight for the next pre- 
vious interval, together form the gross weight of water for that 
interval. The supply for the boilers was drawn from the city 
mains. In columns 6 are given the cumulative quantities of 
water weighed to the boilers during the trials; and in columns 
7 are given the stages of water in the boilers by the glass gauge, 
with readings relative to a fixed zero point. 

For each trial, when the level in the boilers at the end of trial 
failed to coincide with the level at commencement of trial, a cor- 
rection has been made, based upon volume of water in excess 
of starting level, or required to restore the starting level, and the 
temperature of water at observed steam pressure ; and water added 
to, or subtracted from the total quantity weighed to the boilers, 
to restore the level at commencement of trial. 

In the tables succeeding the records of water delivered to the 
boilers, are given the data from the calorimeter as taken by my 
assistant, Mr. Gross. 

In columns 3 are given the temperatures of condensing water 
as it came through the meter from the city mains. In columns 4 
are the temperatures of overflow as the condensing water left the 
calorimeter. In columns 5 are the temperatures of condensation 
as it left the worm. 

Columns 6 give the running record of the meter in the line of 
injection pipe, and columns 7 furnish the quantities of condens- 
ing water in cubic feet for the intervals. 

Columns 8 contain the weights of condensation dumped. 



20 

From the data given in these tables have been calculated the 
thermal valves of the steam for the respective trials. 

The engines were tested condensing, in the following order: 
Reynolds-Corliss, June 17th, 3:00 p. m. to 1:00 a. m. June i8th. 
Harris-Corliss, June 21st, 5:15 p. m. to 3:15 a. m. June 22d. 
Wheelock, June 25th, 11:45 a. m. to 9:45 p. m. June 25th. 
All condensing trials were often hours' duration. 



21 



REYNOLDS-CORLISS ENGINE CONDENSING. 

GENEKAL OBSERVATIONS. 



M 




Pressures. 


Engine Counter. 


a 

7 




6 

ft 


ft 

g 

Ah 


5 . 


to 

hi 


G 3 

.2 c 


1^ 

a 


o 


'o 




S 

o 


1^ 


■ III, 




H 


O 


W 


00 


p^ 


o 


p^ 


P^ 


1 


2 


3 


4 

Pds. 


5 


6 


7 


8 


P.M. 




Pds. 


Pds. 








3:00. 


1 

2 


90.00 
96.00 


93.00 
92.50 


119 

118 


78841 
79983 






15... 


1142' 


' 76.'l3 


30.... 


3 


95.50 


93.00 


120 


81114 


1131 


75.40 


45 ... 


4 


96.00 


93.50 


120 


82244 


1130 


75.33 


4:00.. .. 


5 


94.00 


91.00 


122 


83373 


1129 


75.26 


15... 


6 


97.00 


93.00 


121 


84503 


1130 


75.33 


30 . 


7 


93.50 


90.00 


118 


85632 


1129 


75.26 


45 .. 


8 


94.00 


91.00 


122 


86760 


1128 


75.20 


5:00.. .. 


9 


93.50 


90.00 


122 


87888 


1128 


75.20 


15 .. 


10 


97.00 


94.00 


122 


89019 


1131 


75.40 


30... 


11 


98.00 


95.00 


118 


90149 


1130 


75.33 


45.... 


12 


98.00 


94.50 


122 


91277 


1128 


75.20 


6:00. ... 


13 


98.00 


94.50 


120. 


92405 


1128 


75.20 


15.... 


14 


96.00 


93.00 


120 


93537 


1132 


75.46 


30. . . . 


15 


96.00 


92.00 


121 


94666 


1129 


75.26 


45 .. 


16 


97.00 


93.00 


120 


95756 


Counter Sf d. 




7:00.. .. 


17 


96.00 


93.00 


121 


96885 


1129 


' 75.26 


15 . 


18 


96.00 


93.00 


120 


98014 


1129 


75.26 


30... 


19 


95.00 


91.00 


132 


99140 


1126 


75.06 


45 ... 


20 


96.00 


93.00 


125 


100270 


1130 


75.33 


8:00. . .. 


21 


96.00 


93.00 


125 


101401 


1130 


75.33 


15 . .. 


22 


98.00 


93 00 


123 


102531 


1131 


75.40 


30... 


23 


97.00 


93.00 


126 


108663 


1132 


75.46 


45.. . 


24 


96.00 


93.00 


123 


104796 


1133 


75.53 


9:00 


25 


95.00 


92.00 


126 


105927 


1131 


75.40 


15 .. 


26 


93.00 


89.00 


121 


107059 


1132 


75.46 


30 .. 


27 


97.00 


93.00 


129 


108189 


1130 


75.33 


45... 


28 


97.00 


93.00 


128 


109321 


1132 


75.46 


10:00.. .. 


29 


96.00 


93.00 


127 


110454 


1133 


75.53 


15 ... 


30 


95.00 


93.00 


128 


111586 


1132 


75.46 


30 


31 


97.00 


93.00 


122 


112718 


1132 


75.46 


45. . 


32 


98.00 


95.00 


129 


113849 


1131 


75.40 


11:00 .. 


33 


96.00 


92.00 


125 


114980 


1131 


75.40 


15.... 


34 


96.00 


93.00 


123 


110111 


1131 


75.40 


30... 


35 


96.00 


92.00 


124 


117243 


1132 


75.46 


45.... 


36 


96.00 


93.00 


125 


118372 


1129 


75.26 


12 :00 . 


37 


97.00 


94.00 


129 


119503 


1131 


75.40 


15... 


38 


94.50 


91.50 


125 


120033 


1130 


75.33 


30.. . 


39 


95.00 


92.00 


127 


121762 


1129 


75.26 


45.... 


40 


96.00 


93.00 


124 


122893 


1131 


75.40 


1:00.... 


41 


89.00 


86.00 


130 


124023 


1130 


75.33 






95.829 


92.50 


123.46 




1130.75 


75.383 



22 



REYNOLDS-CORLISS ENGINE CONDENSING. 

GENEKAL OBSERVATIONS. 



^ 






a 


Temperatures. 


CondensingWater 


7 




a 

o 


^ 


1 


rt 


6 

a 


1. 

o 


a 


s 
o 

> 


< 


1— 1 


t5 

> 
c 






9 


10 


11 


13 


13 


14 


15 


16 


17 


P.M. 




Inches. 


Inches. 












3:00 


1 


29.80 


25.50 


84.0 


73.0 


101.5 


930'99 




15 


2 


29.80 


25.75 


84.5 


74.5 


106.0 


93410 


311 


30 


3 


29.80 


25.50 


86.0 


73.0 


103.0 


93802 


392 


45 


4 


29.80 


25.50 


85.0 


74.0 


100.5 


94218 


416 


4:00 


5 


29.80 


25.75 


86.0 


73.0 


105.0 


94611 


393 


15 


6 


29.80 


25.25 


87.0 


73.0 


98.0 


95039 


428 


30 


7 


29.80 


25.50 


86.0 


72.5 


101.5 


95558 


519 


45 


8 


29.80 


25.25 


87.0 


72.0 


100.0 


95990 


432 


5 :00 


9 


29.80 


25.50 


87.0 


73.0 


98.5 


96349 


359 


15 


10 


29.80 


25.25 


87.0 


72.5 


101.0 


96819 


470 


30 


11 


29.80 


25.00 


87.0 


73.0 


100.5 


97240 


421 


45 


12 


29.70 


25.50 


87.0 


73.0 


100.0 


97775 


535 


6:00 


13 


29.70 


25.25 


87.0 


73.0 


100.0 


98106 


331 


15 


14 


29.70 


25.75 


86.0 


73.0 


101.0 


98538 


432 


30 


15 


29.70 


25.25 


85 


72.5 


100.0 


99075 


537 


45 


16 


29.70 


25.25 


85.0 


72.0 


99.0 


99401 


326 


7:00 


17 


29.70 


25.00 


85.0 


72.5 


98.0 


99867 


466 


15 


18 


29.70 


25.50 


85.5 


72.0 


105.0 


100372 


505 


30 


19 


29.70 


25.25 


87.0 


72.0 


106.0 


100779 


407 


45 


20 


29.70 


25.25 


88.0 


72.0 


106.0 


101083 


304 


8:00 


21 


29.70 


25.50 


88.0 


72.0 


103.0 


101495 


412 


15 


22 


29.70 


25.25 


88.0 


72.5 


102.5 


101901 


406 


30 


23 


29.70 


25.50 


87.0 


73.0 


104.0 


102305 


404 


45 


24 


29.70 


25.50 


87.5 


72 5 


102.5 


102706 


401 


9:00 


25 


29.70 


25.50 


87.5 


72.0 


102.0 


103111 


405 


15 


26 


29.70 


25.50 


87.0 


72.0 


102.0 


103526 


415 


30 


27 


29.70 


25..-0 


86.0 


72.0 


102.0 


103924 


398 


45 


28 


29.70 


25.50 


86.0 


72.5 


102.0 


104330 


406 


30:00 


29 


29.70 


25.50 


85.0 


72.0 


102.0 


104740 


410 


15 


30 


29.70 


25.75 


84.0 


72.0 


104.0 


105145 


405 


30 


31 


29.70 


25.50 


83.0 


72.0 


1020 


105665 


520 


45 


32 


29.70 


25.50 


81.0 


72.0 


101.0 


106090 


425 


11:00 


33 


29.70 


25.50 


80 


72.0 


98.0 


106450 


360 


15 


34 


29.70 


25.25 


79.0 


72.0 


97.5 


100931 


481 


30 


35 


29.70 


25.75 


78.0 


72.0 


101.0 


107368 


437 


45 


36 


29.70 


25.75 


78 


72.0 


102.5 


107765 


397 


12:00 


37 


29.70 


25.50 


77 


72.0 


102.5 


108-264 


499 


15 


38 


29.70 


25.50 


76.0 


72.0 


102.0 


108505 


301 


30 


39 


29.70 


25.50 


76.0 


72.0 


102.0 


108960 


395 


45 


40 


29 70 


25.50 


75.0 


72.0 


101.5 


109375 


415 


1:00 


41 


29.70 


25.50 


74.0 


72.0 


101.5 


109770 


■{95 






29.72 


25.45 


84.15 


72.44 


101.70 




41680 



28 

REYNOLDS-CORLISS ENGINE CONDENSING 

DIAGRAMS— FRONT END. 



§ 

a 


Si 

'a 
o 


1 


5« 
o 


3 

£ 


1 


2 


3 


4 


5 


P.M. 


Pds. 




Pds. 


3:00 


1 


92.00 


.10780 


90.00 


15 


2 


93.00 


.11758 


88.00 


. 30 


3 


92.25 


.12205 


89.25 


45 


4 


93.00 


.10838 


90.75 


4:00 


5 


92.25 


.13905 


87.00 


15 


6 


93.00 


.12192 


89.50 


30 


•7 


92.25 


.12040 


85.50 


45 


8 


92 50 


.11860 


89.00 


5 :00 


9 


92.50 


.13278 


87.00 


15 


10 


92.50 


.11349 


90.00 


30 


11 


93.50 


.10849 


92.00 


45 


12 


93.50 


.10725 


91.50 


6:00 


13 


93.00 


.11440 


89.85 


15 


14 


93.00 


.12551 


8875 


30 


15 


92.25 


.11224 


87.00 


45 


16 


92.50 


.11247 


90.00 


7:00 


17 


93.00 


.10569 


88.50 


15 


18 


93.00 


.11463 


88.50 


30 


19 


92.00 


.14867 


87.00 


45 


20 


93.00 


.13572 


88.50 


8:00 


21 


92.25 


.12576 


89.50 


15 


22 


92.75 


.12804 


89.00 


30 


23 


93.00 


.12044 


91 00 


45 


24 


92.50 


.13136 


89.00 


9 :00 


25 


92,00 


.12410 


88.50 


15 


26 


90.50 


.12513 


84.00 


30 


27 


93.00 


.11902 


88.00 


45 


28 


93.00 


.11530 


89.00 


10:00 


29 


92.00 


.13265 


87.50 


15 


30 


92.50 


.11812 


86.50 


30 


31 


92 50 


.11428 


88.00 


45 


32 


92.00 


.11530 


89.75 


11:00 


33 


92,00 


.10918 


87.75 


15 


34 


92.50 


.10408 


88.25 


30 


35 


93.00 


.10071 


87.25 


45 


36 


92.00 


.11405 


86.00 


12 :00 


37 


92.00 


.11218 


86.00 


15 


38 


91.25 


.12525 


85.75 


30 


39 


92.00 


.12656 


85.25 


45 


40 


92.00 


.11372 


87.00 


1:00 


41 


85.00 


.15157 


78.25 






92.381 


.11960 


88.118 



as 



Pds. 



15.7175 
16.3425 
16.5925 
15.5925 
17.0925 
15.8425 
15.8425 
16.3425 
16.8425 
15.5925 
15.7925 
15.0925 
14.5925 
15.8425 
14.5925 
14.8425 
14.5925 
15.5925 
17.8425 
16.8425 
16.0925 
16.5925 
16 5925 
16 0925 
15.8425 
15.4425 
15.3425 
14.5925 
16.0925 
15.3425 
15 0925 
14.9425 
15.5925 
14.5925 
15.0925 
15.0925 
15.7925 
15.8425 
15 5925 
15 0925 
16.8425 

15.7184 



It 

> 


So 
w 9 


1 ?2 

a So 

ill 

•«2S 
rt as 


1 


8 


9 


Pds. 


Pds. 


Pds. 


10.00 


4.5925 


7.5925 


9.75 


4.8425 


8.3425 


10.50 


4.0925 


9.0925 


9.75 


4.8425 


8.5925 


10 00 


4.5925 


10.0925 


11.00 


3.5925 


9.0925 


10.00 


4.5925 


9.5925 


10.00 


4.5925 


9.0925 


9.75 


4.8425 


9.0925 


10.00 


4.5925 


9.5925 


10.50 


4.0925 


9.5925 


10.00 


4.5925 


9.5925 


10.25 


4.3425 


10.5925 


10.00 


4.5925 


9.3425 


9.90 


4.6925 


9.5925 


10.00 


4.5925 


9.5925 


10.25 


4.3425 


10.5925 


10.00 


4.5925 


9.5925 


10.00 


4.5925 


10.5925 


9.50 


5.0925 


11.5925 


10.50 


4.0925 


10.5925 


10 75 


3.8425 


10.8425 


10.50 


4.0925 


11.5925 


10.50 


4 0925 


11.0925 


10.00 


4.5925 


11.5925 


10.00 


4.5925 


10.0925 


10,00 


4.5925 


11.5925 


10.00 


4.5925 


11.5925 


9.85 


4.7425 


10.8425 


10.00 


4.5925 


11.0925 


10.00 


4,5925 


9.5925 


10.00 


4.5925 


9.5925 


10 75 


3.8425 


10 5925 


10.25 


4 3425 


9.5925 


10.00 


4.5925 


9.5925 


10.00 


4.5925 


8.8425 


10 25 


4.3425 


10.0925 


10.15 


4.4425 


9.5925 


10.50 


4.0925 


9.3425 


1000 


4.5925 


9.0925 


10.00 


4.5925 


9.8425 


10.128 


44637 


9.9706 



l-H CO 



10 



Pds. 
35.482.) 
36.5644 
37.9077 
35.9918 
39,3864 
37.6640 
36.3673 
37.8323 
39.1011 
36.5644 
36.2743 
35.9550 
35.8733 
37.8776 
35.2245 
35.0920 
35.5772 
36.0096 
41.0592 
40.0408 
36.6470 
37.7235 
37.5708 
37.8819 
37.1108 
35.4461 
36 0122 
35.3469 
38.2041 
35.1120 
35.7552 
35.5510 
34.6938 
33.5918 
32.8468 
34.2156 
36.3340 
36.6599 
37.0711 
35.0000 
37.7212 



24 
REYNOLDS-CORLISS ENGINE CONDENSING. 

DIAGRAMS— BACK END. 



5 

<» 
a 

s 

7 

(0 

a 


0) 

O 


2, 

fa 

ri > CD 

grim 
M 


to 

o 

1=1 


J, 
o 


1 


2 


3 


4 


5 


P.M. 




Pds. 




Pds. 


8:00 


1 


90.00 


.15283 


83.00 


15 


2 


89.50 


.12677 


88.00 


30 


3 


90.00 


.12145 


84.75 


45 


4 


90.50 


.12525 


84.00 


4:00 


5 


89.50 


.14574 


84.00 


15 


6 


90.50 


.13461 


87.25 


30 


7 


88.00 


.12626 


84.00 


45 


8 


89.25 


.15384 


84.00 


r. :00 


^1 


88.50 


.14574 


83.25 


15 


10 


90.50 


.14300 


86.00 


30 


11 


91.00 


.11943 


87.50 


45 


12 


91.50 


.10707 


90.00 


<J:00 


13 


90.50 


.13030 


80.00 


15 


14 


90.50 


.14401 


84.50 


30 


15 


90.00 


.12044 


83.50 


45 


16 


91.00 


.10627 


89.00 


7:00 


17 


90.50 


.11538 


86.00 


15 


18 


90.75 


.10953 


89.00 


30 


19 


89.00 


.16599 


82.00 


45 


20 


90.25 


.13709 


82.75 


8:00 


21 


90.50 


.12573 


86.00 


15 


22 


90.50 


.11895 


88.00 


30 


23 


90.00 


.13765 


83.50 


45 


24 


90.00 


.13633 


82.75 


9:00 


25 


89.25 


•11538 


84.00 


15 


26 


87.00 


.12929 


79.75 


30 


27 


91.00 


.11955 


85.75 


45 


28 


90.50 


.11515 


85.25 


10:00 


29 


90.50 


.11234 


85.50 


15 


30 


89.75 


.12348 


83.00 


30 


31 


90.00 


.12449 


83.75 


45 


32 


90.75 


.12854 


84.00 


11:00 


33 


89.50 


.12550 


84.50 


15 


34 


90.50 


.12121 


83.75 


30 


35 


90.50 


.10931 


84.75 


45 


36 


88.50 


.13259 


82.75 


12:00 


37 


90.00 


.12449 


82.50 


15 


38 


88.00 


.13765 


82.00 


30 


39 


88.75 


.14473 


81.50 


45 


40 


90.00 


.12651 


84.00 


1 :00 


41 


80.50 


.15486 


75.25 






89.80 


.12852 


84.54 






Pds. 
15.5925 
14.8425 
14.2925 
14.5925 
15.5925 
14.5925 
14.5925 
16.0925 
15.5925 
15.5925 
14.5925 
14.0925 
14.0925 
14.5925 
15.5925 
16.5925 
15.5925 
15.5925 
17.0925 
14.8425 
14.5925 
14.5925 
14.5925 
14.0925 
13.5925 
13.8425 
13.5925 
13.0925 
13.3925 
13.5925 
13.8425 
14 5925 
14.0925 
13.8425 
13.0925 
14 5925 
14.5925 
14.5925 
14.7925 
13.5925 
14.5925 

14.6037 



'« 


£ 


s 


t» o 


^ 




It 


^^^ 
m 


§0Q 


%t^ 


> 


6 


7 


8 


Pds. 


Pds. 


10.25 


4.3425 


10.25 


4.3425 


10.00 


4.5925 


10 00 


4.5925 


10.00 


4.5925 


10.25 


4.3425 


10 50 


4.0925 


10.25 


4.3425 


10.00 


4.5925 


10.50 


4.0925 


10.00 


4.5925 


10.00 


4..5925 


10.00 


4.5925 


10.00 


4.5925 


10.50 


4.0925 


10.25 


4.3425 


10.00 


4.5925 


10.50 


4.0925 


10.25 


4.3425 


10.00 


4.5925 


10.00 


4.5925 


10.25 


4.3425 


10.15 


4.4425 


10.25 


4.3425 


10.00 


4.5925 


10.25 


4.3425 


10.50 


4.0925 


10.15 


4.4425 


10.25 


4.3425 


10.00 


4.5925 


10.00 


4.5925 


9.90 


4.6925 


10.25 


4.3425 


10.00 


4.5925 


10.50 


4.0925 


10.25 


4.3425 


10.00 


4.5925 


10.00 


4.5925 


10.00 


4.5925 


10.15 


4.4425 


10.00 


4.5925 


10.15 


4.4369 



3 M . 



3 C,i2 

ceas 



9 



Pds. 



16.8425 
17.0925 
17 5925 
17.5925 
17 5925 
17.5925 
17.5925 
17.0925 
17.0925 
17.0925 
17.3425 
17.0925 
17.5925 
17.3425 
17.5925 
17.5925 
17.5925 
17.0925 
17.0925 
17.5925 
17.3425 
17.3425 
17.01)25 
17.3425 
17.0925 
17.3425 
18.0925 
17.5925 
17.0925 
17.0925 
17.0925 
17.0925 
17.0925 
17.0925 
17.0925 
17.0925 
16.8425 
17.5925 
17.0925 
17.5925 
17.5925 



w? 



10 



Pds. 
39.2308 
36.2272 
34.2915 
33.9676 
37.6923 
37.0445 
35.4343 
38.8664 
37.9352 
38.1744 
34.3724 
33.6565 
35.6767 
36.0649 
34.0081 
31.9433 
33.3198 
34.0771 
40.6438 
35.8468 
35 6680 
36.3306 
36.5587 
34.4129 
32.8340 
33.6437 
34.2857 
32.4444 
32.7530 
33.4008 
31.3724 
35.0202 
34.4534 
33.5353 
32.1052 
35.0608 
34.8178 
35.3844 
36.4372 
34.6964 
35.3441 



25 



REYNOLDS- 


CORLISS ENGINE CONDENSING. 

WATER TO BOILERS. 


S3 

1 





i 


5 




& 



H 


> 


1 


2 


3 


4 


5 


6 


7 


P.M. 

3 :00 

15 


1 


Pds. 
2459.0 
2107.0- 
2395.0 
1256.0— 
2480.0 
1438.5- 
2434.0 
1621.0— 
2485.0 
1730.0- 
2538.0 
1275.0— 
2538.0 
1579.5— 
2496.0 
1966.0— 
2489.0 
1041 0— 
2530.0 
2344.0— 
2550.5 
1484.0— 
2497.5 
1604.5— 
2493.0 
1774.0— 
2530.5 
1487.0— 
2524.0 
1968.0— 
2454.0 
1143.0- 
2513.5 
2161.0- 
2414.0 
1387.0- 
2468.0 
1773.0- 
2429.0 
1597.0- 
2449.5 
1728.0- 


Pds. 

352.0 
1139.6 
1041.5 

813.0 


Pds. 
2459.0 


Pds. 
352.6' 


Inches. 

.000 

—.250 




2 
3 
4 
5 

' q" 

7" 

"s" 
■9" 

10 

11' 

12 
13 
14' 

is 

16' 
17" 


288.0 
1224.0 




30 


1491.0 
2'532.5' 


+.250 


45 


+.250 




995.5 
"864.6' 

808.0 " 
1263.0' 
' 916.5 ' 




4:00 


3345.5 


+.500 


15 


755.0 

1263.0 ■ 

958'. 5" 

530.0' ' 

1448.0 ' 


4100.5 


+.250 


30 

45 "'"'' 


5363.5 
"6'3'22'.0 ' 


+.750 
' + j'25 


5:00 


6852.0 


+ .250 




523.0 




15 


8300.0 


+ .625 




1489.0 
' 206.5 ' 
10l'3'.5 ' 

888'.5 ' 
756.5 ' 




30 


186.0 


8486.0 


+.125 


45 


1066.5 


9552.5 
10'4'4'5'.5' 


+.125 


6:00 


893.0 
719.0 
1043.5 
556.0 " 


+.250 


15 

30".".."" 


11164.5 

12208.0 

12764.0 

14075.0' 

14427.5 


+.250 

"+;375' 


'4.5 ".'..... . 


1037.0 
■486'.0' 
1370".5 ' 
' 253.0 


' .000 


7 :00 


1311.0 
352.5 


—.500 


15 


.000 




18 
19' 
'20' 
21' 




30 


- 1027.0 


15454.5 
16149.5 
16'9'8l'.5' 
'l'7703.0 


.000 




1081.0 




45 


695.0 


—.125 




656.0 

'"852'.5' 




8.00 

' 15 ...'.'. ". 


- 832.0 

- 721.5 


—.125 
—.125 






1 



26 



REYNOLDS-CORLISS ENGINE CONDENSING, 

WATER TO BOILERS. 



B 


73 






H 


O 


1 


2 


P.M. 






22 


8:30 




23 


45 




24 


9 :00 .... 




25 


15 




26 


30 .. 




27 


45 






28 


10:00 






29 


15 




30 


30 






31 


45 . . . . 






32 


11:00 






33 


15 




34 


30 




35 


45 . . . . 






36 


12:00 




37 


15 






38 


30 






39 


45 






40 


1 :00 





Pels. 
2491.5 
1341.0- 
2481.0 
1601.5- 
2477.0 
1756.0- 
2451.0 
1329.0— 
2518.0 
1529.0— 
2523.0 
1698.0— 
2492.0 
1605.0— 
2515.0 
1778.0— 
2487.0 
1470.0— 
2573.0 
1755.0— 
2512.0 
1766.0 
2466.5 
1634.0— 
2499.0 
2013.0 
2571.5 
1412.0 
2507.0 
1620.0— 
2542.0 
1868.0 
2534.0 
1540.0 
2511.0 
1688.0- 
2529.5 
1555.5- 



4 

Pds. 



1150.5 
879.5' 



721.0 

1122.0 

989.0 



825.0 

887.0 

737.0 

1017.0 



818.0 
746.0 



832.5 

486.0 

1159.5 

' 887.0 

674.0' 

994.0 

823.0' 

"9'74'.0' 



Pds. 
763.5 



1140.0 

875'. 5' 
695.0 
1189.0 
994.0 



794.0 
910.0 



709.0 
1103.0 

' '757.0 



700.5 
865.0 
558.5' 
1095.0 
922.0 
666.0 
971.0' 
841.5 



li 
o 
H 

6 

Pds. 

18853.5' 

19733.0 

20454^0' 

21 576. 6' 

22565^0 

23390.0 

24277^0' 

25014.0 

26031.0 

26849'.6' 

27595.0 

28427".5' 

28913.5 

30073.0' 

30960.0 

31634.0 

32628.0 

33451.0 

34425.0 



Inches. 
'+^250 



+ .250 
.000 



+.250 

+.125 



—.125 

+a25' 



.000 
' +.250 
+ 375 
+.250 
".000 
—.250 
— J25 
'+'.500 
— ^250 
+ .125 
+.125 
+.250 



Correction, deduct 198.50 lbs. Water to boilers, 34226.41 lbs. 



27 



REYNOLDS-CORLISS ENGINE CONDENSING. 

OALOHIMETEK. 







Temperatures. 


Condensing Water. 


a 


7 

S 


S 


o 

o 

o 

1— 1 


o 

o 
> 
O 


1.1 






1 


1 


2 


3 


4 


5 


6 


7 


8 


P.M. 
















3 :00 


1 














15 


2 
3 
4 
5 














30 








45 








4 :00 


76.5 


115.0 


114.0 


99.60 






15 


6 

7 


76.5 

77.5 


122.0 
145.0 


114.0 
106.0 


111.74 






30 


12.14 


36.75 


45 


8 
9 


78.0 
77.5 


150.0 
151.0 


106.0 
105.0 








5 :00 


120.60 


8.86 


35.25 


15 


10 
11 


78.0 
77.5 


158.0 
156.0 


104.0 
104.0 








30 


129.20 


8.60 


35.00 


45 


12 
13 


77.5 
77.5 


159.0 
154.0 


104.0 
104.0 


138.75 






6 :00 


9.55 


36.25 


15 


14 


77.0 


141.5 


104.0 








30 


15 


77.0 


149.0 


103.5 


148.45 


9.70 


35.50 


45 


16 


77.0 


151.5 


103.5 








7 :00 


17 


77.5 


.166.0 


103.0 


155.65 


7.20 


27.25 


15 


18 
19 


77.0 
77.0 


131.0 
124.0 


107.0 
108.0 








30 


166.00 


10.35 


34.25 


45 


20 


77.5 


125.0 


107.5 








8:00 


21 


77.0 


128.0 


109.0 


177.60 


11.60 


34.75 


15 


22 


77.5 


140.0 


108.5 


183.30 


5.70 


17.25 


30 


23 
24 


77.0 
77.0 


121.0 
113.5 


110.0 
112.0 


196.15 ' 






45 


12.85 


34.75 


9 :00 


25 

26 


77.0 
77.0 


120.5 
112.0 


113.0 
110.0 








15 


211.20 


15.05 


34.75 


30 


27 


77.0 


112.0 


109.0 








45 


28 


77.0 


111.0 


111.0 


220.60 


15.40 


34.25 


10:00 


29 


77.0 


130.0 


111.0 








15 


30 


77.0 


125.0 


110.0 


240.30 


13.70 


34.75 


30 


31 


77.0 


128.0 


107.0 








45 


32 


76.5 


131.0 


109.0 


252.30 


12.00 


34.50 


11:00 


33 


76.0 


120.5 


110.0 








15 ..... 


34 


76.0 


131.0 


105.0 


265.15 


12.85 


3.4.25 


30 


35 


76.0 


134.0 


105.5 








45 


36 


76.0 


135.0 


105.5 


276.00 


10.85 


34.75 


12:00 


37 


76.0 


136.0 


102.0 








15 . . 


38 


76.0 


108.0 


108 


288.46 


12.46 


34.50 


30 


39 
40 


76.0 
76.0 


112.0 
109.0 


108.0 
109.0 








45 


304.31 


15.85 


34.50 


1 :00 


41 


76.0 


105.0 
131 96 


108.0 


312.60 


8.29 


17.00 






77.03 


107.42 




23.666 


68.918 



Leakage, condensing water, 7. pounds. 



28 



HARRIS-CORLISS ENGINE CONDENSING, 

GENERAL OBSERV A I IONS- 



-l-> 


1 


Pressures. 


Engine Counter. 


a 

® 
B 






p. 

B 

>. 

Si 

o 


S3 O 




6 
§1 

Is 


H 


o 


pq 


OQ 


C^ 


Q 


p^ 


P^ 


1 


2 


3 


4 


5 


6 


7 


8 


P.M. 




Pds. 


Pds. 


Pds. 








5:15.. .. 


1 


91.00 


86.00 


120 


191818 







30... . 


2 


97.00 


94.00 


129 


192941 


1123 ' 


74^86 " 


45... 


3 


96.00 


91.00 


130 


194063 


1122 


74.80 


6:00... 


4 


96.00 


92.00 


130 


195185 


1122 


74.80 


15 ... 


5 


96.00 


91.00 


130 


196340 


1155 


77.00 


30 ... 


6 


93.50 


90.00 


125 


197497 


1157 


77.13 


45.... 


7 


98.00 


93.50 


120 


198649 


1152 


76.80 


7:00.... 


8 


96.00 


91.00 


130 


199785 


1136 


75.73 


15... 


9 


95.00 


93 00 


131 


200916 


1131 


75.40 


30. .. 


10 


96.00 


92.00 


130 


202019 


1133 


75.53 


45.... 


11 


96.00 


92.00 


130 


203188 


1139 


75.93 


8:00.. . 


12 


96.00 


91.50 


130 


204329 


1141 


76.06 


15... 


13 


97.00 


92.50 


136 


205460 


1140 


76.00 


30... 


14 


97.00 


92.50 


139 


206602 


1133 


75.53 


45 ... 


15 


96.00 


91.50 


139 


207740 


1138 


75.86 


9:00... 


16 


96.00 


89.50 


139 ' 


208877 


1138 


75.86 


15 . 


17 


96.00 


92.00 


139 


210010 


1133 


75.53 


30 ... 


18 


94.50 


91.00 


139 


211141 


1131 


75.40 


45.... 


19 


94.00 


91.00 


138 


212267 


1126 


75.06 


10:00 


20 


98.00 


93.00 


139 


213392 


1125 


75.00 


15... 


21 


94.00 


93.00 


139 


214525 


1133 


75.53 


30 . 


22 


96.00 


91.00 


139 


215657 


1132 


75.47 


45 . 


23 


97.00 


93.00 


139 


216789 


1132 


7547 


11:00... 


24 


98.50 


94.00 


140 


217920 


1131 


75.40 


15. .. 


25 


98.00 


93.00 


134 


219060 


1140 


76.00 


30 


26 


97.00 


92.00 


132 


220203 


1143 


76.20 


45.... 


27 


97.00 


93.00 


135 


221345 


1142 


76.13 


12:00 ... 


28 


97.00 


92.00 


135 


222486 


1141 


76.06 


15... 


29 


97.00 


91.00 


135 


223627 


1141 


76.06 


30 


30 


95.00 


91.00 


135 


224767 


1140 


76.00 


45 ... 


31 


97.00 


93.00 


139 


225903 


1136 


75.73 


1:00 ... 


32 


95.00 


91.00 


137 


227043 


1143 


76.20 


15.... 


33 


99.00 


88.00 


133 


228180 


1137 


75.80 


30... 


34 


95.00 


90.00 


135 


229323 


114;^ 


76.20 


45 ... 


35 


97.00 


93.00 


135 


230464 


1141 


76.06 


2 :00 . . . 


36 


95.00 


91.00 


135 


231605 


1141 


76.06 


15 . .. 


37 


96.00 


92.00 


135 


232747 


1142 


76.13 


30.. .. 


38 


96.00 


91.00 


135 


233889 


1142 


76.13 


45... 


39 


95.00 


90.00 


135 


235031 


1142 


76.13 


3:00. ... 


40 


96.00 


92.00 


135 


236173 


1142 


76.13 


15 . ., 


41 


93.00 


90.00 


135 


237316 


1143 


76.20 






96.09 


91.65 


134.18 




1137.45 


75.83 



29 



HARRIS-CORLISS ENGINE CONDENSING. 

GENERAL OBSERVATIONS. 



to 


u 
O 


a 

c 
d 


B 

13 
o 


Temperatures. 


Condensing Water 


c5 

a 

7 

B 

H 


< 


a 

'a 
1— 1 


o 
u 

t> 

O 


§ 

Ph 
u 


a 

M 

ll 


9 


10 


11 


13 


1.3 


14 


1.5 


16 


17 


P.M. 




Inches. 


Inches. 












5:15 


1 


29.55 


25.00 


93.0 


76.5 


110.0 


119196 




30 


2 


29.55 


25.75 


93.0 


76-5 


99.5 


119545 


349 


45 


3 


29.55 


25.75 


93.0 


75.5 


99.5 


119924 


379 


6:00 


4 


29.55 


25.75 


93.0 


75.5 


100.0 


120320 


396 


15 


5 


29.55 


26.00 


92.0 


75.5 


99.5 


120735 


415 


30 


6 


29.55 


26.00 


91.0 


76.0 


99.0 


121110 


375 


45 


7 


29.55 


26.00 


90.5 


76.0 


98.0 


121507 


397 


7:00 


8 


29.55 


26.00 


90.5 


76.0 


99.0 


121S95 


388 


15 


9 


29.55 


26.00 


90.5 


76.0 


99.5 


122280 


385 


30 


10 


29.55 


2^.00 


91.0 


76.0 


99.5 


122678 


398 


45 


11 


29.55 


26.00 


90.5 


76.5 


99.0 


123175 


497 


8:00 


12 


29.55 


26.00 


90.0 


76.0 


98.5 


123472 


297 


15 


13 


29.55 


26.00 


90.0 


76.5 


99.0 


123873 


401 


30 


14 


29.55 


26.00 


89.5 


76.0 


99.0 


124374 


501 


45 


15 


29.55 


26.00 


90.0 


77.0 


99.0 


124073 


299 


9:00 


16 


29.55 


25.50 


90.0 


76.5 


99.5 


125079 


406 


15 


17 


29.55 


25.50 


89.5 


76.5 


97.5 


125530 


451 


30 


18 


29.55 


25.50 


89.5 


76.5 


97.0 


125940 


410 


45 


19 


29.55 


25.50 


89.0 


76.5 


97.0 


126385 


445 


10.00 


20 


29.55 


25.50 


88.0 


76.0 


97.5 


126826 


441 


15 


21 


29.55 


25,50 


88.0 


76.0 


97.5 


127295 


469 


30 


22 


29.55 


25.50 


87.5 


76.0 


97.0 


127710 


415 


45 


23 


29,55 


25.50 


87.0 


76.0 


97.0 


128149 


439 


11:00 


24 


29.55 


25.50 


86.5 


76.0 


97.5 


128590 


441 


15 


25 


29.55 


25.50 


86.0 


76.0 


97.0 


129055 


465 


30 


26 


29.55 


25.50 


85.5 


76.0 


97.0 


129575 


520 


45 


27 


29.55 


25.75 


85.0 


75.5 


97.0 


129915 


340 


12:00 


28 


29.55 


25.50 


85.0 


75.5 


90.0 


130350 


435 


15 


29 


29.55 


2575 


85.5 


75.5 


96.5 


130810 


460 


30 


30 


29.55 


25.50 


85.0 


75.5 


96.0 


131222 


412 


45 


31 


29.55 


25.75 


84.5 


75.5 


96.0 


131059 


437 


1:00 


32 


29.55 


25.50 


84.0 


75.5 


95.0 


132195 


536 


15 


33 


29.55 


25.50 


84.0 


75.5 


95.5 


132555 


360 


30 


34 


29.55 


25.75 


84.0 


75.0 


95.0 


132971 


416 


45 


35 


29.55 


25.75 


83.5 


75.5 


95.0 


133398 


427 


2:00 


36 


29.55 


25 50 


84.0 


75.0 


95.0 


133829 


431 


15 


37 


29.55 


25.50 


83.0 


76.0 


95.0 


134280 


451 


30 


38 


29.55 


25.50 


83.0 


76.0 


95.0 


134087 


407 


i5 


39 


29.55 


25.50 


82.0 


75 5 


95.5 


135120 


433 


3:00 


40 


29.55 


25.25 


82.0 


75.0 


95.0 


135538 


418 


15 


41 


29.55 


25.50 


82.0 


75.0 


95.0 


135960 


422 






29.55 


25.67 


87.60 


75.90 


97.50 




419.10 



30 



HARRIS-CORLISS ENGINE CONDENS[NG. 



DIAGRAMS — FRONT END. 



-l-j 




2 

la 






a; 
'i-i 

U2 




S2 


O O OJ 


0) 


a 




£<1 . 




a 


ti 


CS 


^^S 


ad 


it 








o 




II 


if 


III 


5 C/D 


S3 « 


H 


O 
2 


1— 1 




Cm 


H 


> 


o 


9 


S 


1 


3 


4 


5 


6 


7 


8 


10 


P.M. 


Pels. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


5:15 


1 


91.25 


.10772 


87.50 


14.5061 


11.30 


3.2061 


26.5061 


33.6179 


ao 


2 


92.00 


.09774 


91.00 


14.5061 


11.75 


2.7561 


25.5061 


34.4195 


45 


3 


91.50 


.12245 


85.00 


16.0061 


11.50 


3.0061 


24.5061 


36.5714 


6:00 


4 


92.50 


.11066 


90.25 


15.5061 


11.25 


3.2561 


24.5061 


34.8832 


15 


5 


91.75 


.11393 


87.50 


14.5061 


11.25 


3 2561 


24.5061 


34.3031 


30 


6 


90.50 


.11788 


86.25 


15.5061 


11.25 


3.2561 


26.5061 


34 5528 


45 


7 


93.00 


.09146 


90.00 


13.2561 


11.25 


3.2561 


24.5061 


32.1951 


7:00 


8 


92.50 


.11460 


84.75 


15.5061 


11.50 


3.0001 


25.5061 


35.2536 


15 


• 9 


92.75 


.10456 


90.50 


15.6561 


11.25 


3.2561 


26.50(31 


35.3705 


30 


10 


92.25 


.09746 


89.00 


14.3060 


11.25 


3.2561 


26.5061 


33.3807 


45 


11 


92 00 


.10204 


90.25 


14.5061 


11.25 


3.2561 


245061 


34.5714 


S:00 


12 


92 00 


.09582 


90.00 


14.5061 


11.2^ 


3.2561 


24.5061 


33.4353 


15 


13 


92.50 


.11675 


89.00 


15.5061 


11.25 


3.2501 


24.5061 


35.4111 


30 


14 


92.00 


.10714 


90.25 


15.5061 


11.25 


3.2561 


25.5061 


35.0612 


45 


15 


92.00 


.10285 


90.00 


15.2561 


11.25 


3.2561 


25.5061 


34.9898 


9:00 


16 


90.50 


.10397 


87.00 


15.4061 


11.25 


3.2561 


25.5061 


34.9847 


15 


17 


92.00 


.10397 


89.50 


15.5061 


11.50 


3.0061 


25.5061 


35.5148 


30 


18 


91.75 


.10987 


86.00 


16.0061 


11 25 


3.2561 


25.0061 


35.4832 


45 


19 


91.50 


.10296 


89.00 


15.7561 


11 50 


3.0061 


25.2561 


35.6779 


10:00 


20 


92.50 


.11280 


90.50 


16.2561 


11.00 


3 5061 


25.5061 


36.9105 


15 


21 


92.25 


.11303 


90.50 


15.7561 


11 25 


3.2561 


25.5061 


36.4969 


. 30 


22 


91.50 


.10783 


89.5H 


15.7061 


11.25 


3.2561 


24.5061 


36.6225 


45 


23 


92.00 


.11179 


89.75 


15.7561 


11.25 


3.2561 


24.5061 


35.8536 


i 1 :00 


24 


92.25 


.11429 


90.25 


16.2561 


11.25 


3.2561 


24.5061 


36.8979 


15 


25 


92.25 


10976 


90.50 


15.5061 


11.25 


3.2561 


25.5061 


35.5284 


30 


26 


92.00 


.10467 


89.75 


15.5061 


11.25 


3.2561 


24.5061 


35.2032 


45 


27 


92.50 


.10569 


91.00 


15.7061 


11.00 


3.5061 


25.5061 


35.9349 


12:00 


28 


92.00 


.10173 


88.00 


15.6561 


11.50 


3.0061 


24.5061 


35.1577 


15 


29 


91.75 


.11055 


88.00 


15.6561 


11.25 


3.2561 


25.5061 


35.2941 


30 


30 


90.75 


10794 


88.25 


15.6561 


11.25 


3.2561 


24.5061 


35.0305 


45 


31 


92.00 


.11077 


90.25 


15.4561. 


11.25 


3.2561 


25.5061 


35.7317 


1 :00 


32 


91.00 


.10579 


89.00 


15.5061 


11.30 


3.2061 


25.5061 


35.7273 


15 


33 


90.00 


.10904 


84.00 


15.4561 


11 50 


3.0061 


25.5061 


34.5177 


30 


34 


90.00 


.10772 


88.25 


15.4561 


11.25 


3.2561 


25.5061 


35.2845 


45 


35 


92.50 


.10750 


89.50 


15.5061 


11.85 


2.6561 


24.5061 


35.1724' 


2 :00 


36 


91.75 


.09949 


90.00 


15.6561 


11.00 


3.5061 


25.5061 


35.2487 


15 


37 


92.50 


.10558 


89.20 


15.6561 


11.50 


3.0061 


24.5061 


35.0051 


30 


38 


92.00 


.10152 


88.00 


15.5061 


11.50 


3.0061 


24.5061 


34.7208 


45 


39 


90.75 


.10558 


88.00 


15.5061 


11.50 


3.0061 


25.5061 


34.5584 


3 :00 


40 


92.00 


.1058!* 


90.00 


15.5061 


11.25 


3.2;j61 


25.5061 


35.8536 


15 


41 


90.25 


.10163 


88.00 


14.7561 


10.75 




3.7561 


25.5061 


33.9105 




91.787 


.10701 


88.880 


15.3992 


11.308 


3.1955 


25.1748 


35.0648 



31 



HARRIS-CORLISS ENGINE CONDENSING. 

DIAGKAMS— HACK END. 



to 

a 

s 

T 

6 
B 
H 


O 


CD 

3 o 

rt > o 
t— 1 


o 


Pressure at Cut- 
off. 


Terminal Press- 
' ure Absolute. 


Vacuum at Mid- 
Stroke. 

1 


Counter Pressure 
1 at Mid-Stroke 
Absolute. 


ill 
ill 

■«££ 

a" 


1 


2 


3 

Pds. 


4 


5 


6 


7 


8 


9 


P.M. 




Pds. 


Pds, 


Pds. 


Pds. 


Pds. 


5:15 


1 


82.50 


.12627 


77.75 


12.5061 


11.00 


3.5061 


28.2561 


30 


2 


89.50 


.12134 


87.75 


13.5061 


11.75 


2.7561 


28.5061 


45 


3 


87.50 


.11639 


85.00 


12.3061 


11.25 


3.2561 


28.5061 


6:00 


4 


89.00 


.14228 


85.75 


14.2561 


11.00 


3.5061 


27.5061 


15 


5 


87.00 


.13791 


82.00 


12.7561 


11.50 


3.0061 


28.5061 


30 


G 


85 50 


.11348 


81.50 


12.3061 


11.25 


3.2561 


29.5061 


45 


7 


89.75 


.10142 


84.75 


11.5061 


10 25 


4.2561 


26.5061 


7:00 


8 


88.75 


.13158 


87.00 


14.0061 


11.25 


3.2561 


28.5061 


15 


. 9 


89.00 


.13549 


88.00 


13.5061 


11.25 


3.2561 


27.5061 


30 


10 


88.00 


.12955 


85.25 


13.7061 


11.00 


3.5061 


27.5061 


45 


11 


87.75 


.13996 


86.00 


15.2561 


10.75 


3.7561 


28.5061 


8:00 


12 


88.00 


.12982 


86.00 


13.. 5061 


11.20 


3.3061 


27.5061 


15 


13 


89.00 


.13563 


■86.00 


14.0061 


11.25 


3.2561 


28.0061 


30 


14 


90.00 


.13170 


87.00 


13.7561 


11.00 


3.5061 


27.5061 


45 


15 


88.50 


.14069 


86.00 


15.3061 


11.00 


3.5061 


27.5061 


9:00 


16 


87.50 


.14416 


84.50 


14.5061 


11.00 


3.5061 


28.5061 


15 


17 


88.00 


.14112 


85.25 


14.7061 


11.15 


3.3561 


27.5061 


30 


18 


88.00 


.13835 


85.50 


14.5061 


11.00 


3.5061 


27.0061 


45 


19 


87.75 


.14097 


83.50 


14.5061 


11.10 


3.4061 


27.5061 


10:00 


20 


90.00 


.13793 


86.25 


14.2561 


11.25 


3.2561 


27.5061 


15 


21 


89.00 


.14097 


86.00 


14.2061 


11.15 


3.3561 


27.0061 


30 


22 


87.50 


.12893 


85.00 


13.6061 


11.00 


3.5061 


27.5061 


45 


23 


90.00 


.12398 


87.00 


14.0061 


11.00 


3.5061 


27.5061 


11:00 


24 


90.00 


.12677 


88.00 


13.5061 


11.00 


3.5061 


28.5061 


15 


25 


89.75 


.12576 


87.00 


13.7061 


11.00 


3.5061 


27.5061 


30 


26 


88.75 


.12093 


85.75 


13..5061 


11.10 


3.4061 


28.0061 


45 


27 


90.00 


.12170 


85.50 


13.5061 


11.25 


3.2561 


27.0061 


12 :00 


28 


89.50 


.12779 


85.50 


13.5061 


11.00 


3.5061 


27.5061 


15 


29 


88.75 


.13604 


82.25 


13.7561 


11.25 


3.2561 


28.5061 


30 


30 


87.50 


.13604 


83.. 50 


14.5061 


10.50 


4.0061 


27.5061 


45 


31 


89.00 


.12576 


86.75 


13.7561 


11.00 


3.5061 


27.5001 


1:00 


32 


87.50 


.12995 


84.50 


14.0061 


10.75 


3.7561 


27.0061 


15 


33 


87.25 


.13489 


81.50 


14.0061 


10.75 


3.7561 


28.5001 


30 


34 


87.75 


.13516 


82.00 


13.6061 


11.00 


3.5061 


29.0061 


45 


35 


89.50 


.11741 


87.25 


13..5C61 


10.90 


3.6061 


28.5061 


2:00 


36 


87.00 


.12792 


84.25 


13.5061 


11.00 


3.5061 


27.0061 


15 


37 


89.25 


.12093 


85.00 


13.3061 


11.00 


3.5061 


28.0061 


30 


38 


88.00 


.12982 


85.00 


13.7061 


10.50 


4.0061 


28.0061 


45 


39 


86.50 


.13793 


82.00 


14.2061 


10.75 


3.7561 


28.506] 


3:00 


40 


89.00 


.12398 


85.75 


12.7561 


10.75 


3.7561 


27.5061 


15 


41 


86.00 


.13562 
..18033 


81.50 
85.053 


13.7561 


9.00 


5.5061 


41.5061 




88.356 


13.7367 


10.996 


3.5098 


28.0155 



_^_ 

10 

Pds. 
32.6273 
35.9959 
32.5101 
36.8292 
35.9432 
32.2188 
31.3184 
36.801(1 
36.8857 
36.0729 
38.0527 
35.9838 
37.6518 
36.6363 
39.3117 
38.2132 
38.1320 
37.4771 
37.7282 
38.4178 
38.3368 
36.9949 
36.9886 
36.9168 
36.9574 
35.8130 
35.8620 
35.7403 
36.8325 
35.979() 
36.2(577 
36.6700 
35.9837 
35.8943 
.35.2227 
35.1675 
34.7154 
36.1 8()6 
36.2272 
36.9512 
33.9676 

36.279(; 



32 



HARRIS-CORLISS ENGINE CONDENSING. 

WATER TO BOILERS. 



© 

a 

7 

i 





i 

% 




Water Added. ;'. 


3 


-2 

OS 


1 


3 


3 


4 


5 

Pds. 
2683.0 

■*38"3'o' 
'6"9"6".5' 
"126O.5' 

" 44"7".0". 

1438.0 

" 508.0' 

471.5 

1040.0' 

" 660.0 ' 

1006.0 ' 

162.0' 

'621.5' 

' l'599'.o' 

""9'78'.5" 

■ 621.0 

"' 790.5" 

983.0" 

""783.0' 

" 5"73'.0 

' 1347.5 


6 


7 


P.M. 

5:15 

30 .... . 

' "45 ... 


1 

■■■2" 


Pds. 
2683.0 
2214.0— 
2597.0 
1882.0— 
2578.5 
1319.5— 
2580.0 
2137.0- 
2584.0 
1116.0— 
2554.0 
2018.0— 
2526.0 
2148.0— 
2619.5 
1558.0- 
2598.0 
1798.0— 
2458.0 
1633.0— 
2639.0 
2439.0— 
2601.0 
1948.0— 
2569.5 
1025.0— 
2624.0 
1671.5— 
2650.0 
2004.0- 
2625.0 
1820.5- 
2611.0 
1599.0- 
2582.0 
1887.0- 
2670.0 
2018.0- 
2591.0 
1276.5- 
2624.0 
1561.0- 


Pds. 

469.0 
715'.6 
1259.0 
■'443.0 
1468.0' 
"536.0' 
■■3'78'.0' 
1061.5 ' 
'8'o'o'.o' 
" 825.0' 
'"2'o'o'.o' 
653.0 
'1544.5' 
"952.5' 
646.0' 
"804.5' 
' 1012.0 
' 69'5'.0' 

- '"6'5"2.0 

- 1314.5 

- ■1O63.0" 


Pds. 
469.0" 

"n84".o" 

2443.0' 

■2886'.0" 

4"3"54'.0" 

' 4890.0 " 

"5268.0 

6329.5" 

7129.5" 

" '7954.5 " 

"8'l54".5" 

' 8807.5 ' 

10352.0 

11304.5' 

11950.5 

12755.0 

13767.0 

"l446'2'.6" 

15114.0 

16428.5 

17491.5 


Inches. 

0.000 

—.125 

— .i6o 




3 




6: 00 


—.750 




4 
"5' 

'7' 




15 

■36' .; .'." 

'45'.... ^.' 


—.750 
' 0.000 
—.250 


7 :00 


— '750 




8 




15 


—.750 




9 




30 . ... 


—.375 




10 




45 


—.250 




11 




8:00 


—.125 




12 




15 


—.125 




13 




30 


—.250 




14 




45 


0.000 




15 




9 :00 


—.250 


15 


16 


0.000 




17 




30 


—.125 




18 
■■l9' 




45 

10:66 . . 


-.250 
—.375 




20 
"'21' 




15 


+.250 


30 


+.375 



33 



HARRIS-CORLISS ENGINE CONDENSING. 

WATER TO BOILERS. 



55 

© 

(3 ' 

S3 

7 

a 


i 

o 


i 



S 

1 


i 

< 


5 
c? 

Is 

1 


i 

1 


1 


2 


3 


4 


5 


6 


7 


P.M. 




Pds. 


Pds. 


Pds. 


Pds. 


Inches. 




22 


2635.0 
1716.0— 


*"919'.6' 


1074.0 


18410.5' 




10:45 


+.500 




23 


2578.5 




862.5 






11 :00 .... 


"24"* 


2092.0- 
• 2627.0 


486.5 


"535.0' 


18897.0 


.000 


15 




2324.5— 


302.5 




19199.5 


—.500 




25 


2618.0 

1767.0- 

2582.0 

1953.5— 

2628.0 


" 851.0 ' 
"628.5' 


293.5 

"815.0 

674.5 


20050.5 
2"o'6'7'9'.o' 




30 


—.500 




26 




45 


-.100 




27 




12 :00 


'28"' 


1220.0— 
2595.0 


1408.0 


'i3'75'.0 


22087.0 


-.500 


15 


"29" 


2145.0— 
2660.0 


450.0 


515.0 


22537.6 


-.750 


30 




1950.0— 


710.0 




23247.0 


—.560 




30 


2596.0 
1590.0— 


' IOO'6'.O' 


646.0 


24'253.0 




45 


—.375 




31 


2550.0 
2020.5— 


529.5 ' 


960.0 


24'782'.5' 




1 :00 . . 


—.500 




32 


2647.0 




626.5 






15 




1675.5— 

2610.0 

1910.0— 

2640.0 

1724.0— 

2557.0 

1897.5— 


971.5 

"mo" 

"'916.0' 
'6'5'9'.5' 


934.5' 
"736!6' 
833.0 


25754.6 
26454.0 ' 
2'73'70.0 
28629'.5 " 


—.566 




33 




30 


—.375 




34 




45 


-.500 




35 




2 :00 .... 


-.500 




3G 


2656.0 




758.5 






15 


37' 


1738.5- 
2657.0 


917.5 


918.5 ' 


28947.0 


—.250 


30 


38 ' 


1754.0— 
2628.0 


903.0 


874.6* 


29850.0 


—.250 


45 


39" 


1742.0— 
2568.0 


886.0 


'826.0' 


30736.0 


— .i25 


3:00 




1881.5— 
2611.0 


686.5 


"*72"9'.5 


31422.5 


—.256 




40 




15 




1737.5— 


873.5 




32296.6 


-.500 









Correction, add 272.69 pds. Water to boilers, 32568.69 pds. 



34 



HARRIS-CORLISS ENGINE CONDENSING. 



CALORIMETER. 



03 

53 




Temperatures. 


Condensing Water. 


a 


a 


o 


.2 

1— 1 


i 

o 


ll 


i 


1" 




j3 


1 


2 


3 


4 


5 


6 


7 


8 


P.M. 
















5:15 


1 


78.0 


101.0 


96.0 


664.20 






30 


2 


79.0 


105.5 


101.0 








45 


3 


78.0 


102.5 


101.0 


678.00 


13.80 


20.25 


6:00 


4 


78.5 


103.5 


101.0 


685.00 


7.00 


9.75 


15 


5 


78.5 


106.0 


101.0 








30 


6 


78.0 


105.0 


99.0 


698.60 


13.60 


20.50 


45 


7 


78.5 


119.0 


106.0 








7 :00 


8 


78.5 


122.0 


107.0 


711.72 


13.12 


28.25 


15 


9 
10 


78.5 
79.5 


121.5 
126.0 


104.0 
104.0 


■723.46 






30 


11.74 


25.75 


45 


11 


79.5 


122.0 


103.5 








8 :00 


12 


79.5 


121.5 


103.0 


735.16 


11.70 


26.50 


15 ..... . 


13 


79.0 


122.0 


102.0 








30 ..... . 


14 


79.0 


122.0 


102.0 


747.17 


12.01 


27.25 


45 


15 


79.0 


121.0 


101.0 






./.... 


9 :00 


16 


79.0 


129.0 


100.0 


759.70 


12.53 


27.25 


15 


17 


79.0 


125.0 


99.0 








30 


18 


79.0 


125.0 


98.0 


769.87 


10.17 


27.00 


45 


19 


79.0 


128.0 


97.0 








10:00 .. .. 


20 


79.0 


130.5 


97.0 


780.60 


10.73 


26.75 


15 


21 


78.0 


127.0 


97.0 








30 


22 


78.0 


124.0 


97.0 


791.60 


11.06 


27.00 


45 


23 


78.0 


127.0 


96.0 


. 






11 :00 


24 


78.0 


129.0 


96.0 


802.85 


11.25 


26.75 


15 


25 


78.0 


126.5 


96.0 








30 


26 


77.5 


126.5 


95.0 


814.00 


11.15 


26.75 


45 


27 
28 


77.5 
77.5 


127.0 
126.5 


95.0 
94.0 


' 825.00 






12 :00 


11.00 


27.00 


15 


29 
30 


77.5 
77.5 


125.5 

128.0 


94.0 
94.5 


' 836.00 






30 


11-00 


27.25 


45 


31 
32 


77.0 
77.0 


127-0 
125.0 


94.5 
95.0 


'847.02 






1 :00 . . . 


11.02 


26.75 


15 


33 


77.0 


122.0 


94.0 








30 


34 


77.0 


123.0 


95.0 


858.17 


11.15 


27.00 


45 


35 


77.0 


127.0 


94.0 








2 :00 


36 


77.0 


125.0 


94.0 


869.17 


11.00 


27.00 


15 


37 


77.0 


125.0 


93.0 








30 


38 


77.0 


124.0 


93.0 


880.32 


11.15 


27.00 


45... .. 


39 


77.0 


122.0 


93.0 








3 :00 


40 


77.0 


123.0 


93.0 


891.45 


11.13 


27.25 


15 


41 


77.0 


115.0 


94.0 


897.16 


5.71 


13.25 






78.07 


121.87 


97.86 




23.296 


50.550 



35 



WHEELOCK ENGINE CONDENSING. 

GENERAL OBSERVATIONS. 



5 




Pressures. 


Engine Counter. 


1-5 




6 


a 




02 


1^' 

.2.2 


1, 




'o 


a 

4> 


1 

o 






3^ 


H 


o 


M 


m 


f^ 


o 


P^ 


Ph 


1 


2 


3 . 


4 

Pds. 


5 


6 


7 


8 


A.M. 




Pds. 


Pds. 








11:45 


1 

2 


83.00 
95.00 


77.00 
91.00 


118 
134 


304950 
306069 






12:00.... 


'ni9" 


"74.60 


15 ... 


3 


95.00 


90.50 


135 


307190 


1121 


74.73 


30... 


4 


97.00 


93.00 


145 


308310 


1120 


74.67 


45... 


5 


96.00 


92.00 


145 


309427 


1117 


74.47 


1:00 . 


6 


96.00 


91.50 


141 


310544 


1117 


74.47 


15.... 


7 


95.00 


90.50 


143 


311659 


1115 


74.33 


30 . 


8 


98.00 


93.00 


145 


312776 


1117 


74.47 


45 


9 


98.00 


92.50 


145 


313896 


1120 


74.67 


2:00 ... 


10 


97.00 


92.00 


144 


315013 


1117 


74.47 


15... 


11 


96.00 


91.50 


141 


316i30 


1117 


74.47 


30 ... 


12 


96.00 


91.00 


142 


317253 


1123 


74.87 


45 ... . 


13 


96.00 


91.50 


140 


318373 


1120 


74.67 


3:00... 


14 


97.00 


92.50 


144 


319497 


1124 


74.93 


15... 


15 


96.00 


91.50 


145 


320621 


1124 


74.93 


30... 


16 


97.00 


93.00 


145 


321742 


1121 


74.73 


45.. 


17 


97.00 


92.50 


145 


322863 


1121 


74.73 


4:00.... 


18 


lOO.OU 


94.00 


146 


323991 


1128 


75.20 


15... 


19 


96.00 


91.50 


141 


325115 


1124 


74.93 


30... 


20 


95.00 


91.00 


141 


326229 


1124 


74.93 


45... 


21 


97.00 


91.00 


141 


327344 


1115 


74.33 


5:00.... 


22 


99.00 


94.00 


141 


328459 


1115 


74.33 


15... 


23 


97.00 


92.00 


141 


329572 


1113 


74.20 


30... 


24 


97.00 


92.00 


140 


330683 


1111 


74.07 


45 


25 


94.00 


91.00 


140 


331798 


1115 


74.33 


6 :00 . . 


26 


96.00 


93.00 


140 


332915 


1117 


74.47 


15 ... 


27 


97.00 


92.50 


140 


334031 


1116 


74.40 * 


30... 


28 


96.00 


91.00 


141 


335146 


1115 


74.33 


45 .. 


29 


97.00 


92.00 


141 


336262 


1116 


74.40 


7:00.... 


30 


96.00 


91.00 


140 


337373 


1111 


74.07 


15.... 


31 


97.00 


92.00 


140 


338486 


1113 


74.20 


30 . . . 


32 


97.00 


92.00 


141 


339598 


1112 


74.13 


45... 


33 


96.00 


93.25 


145 


340712 


1114 


74.27 


8:00... 


34 


97.00 


91.50 


144 


341826 


1114 


74.27 


15... 


35 


97.00 


91.50 


145 


342941 


1115 


74.33 


30 ... 


36 


96.00 


91.00 


145 


344050 


1109 


73.93 


45 . . . 


37 


95.00 


87.00 


145 


345174 


1124 


74.93 


9:00.. . 


38 


97.00 


91.00 


143 


346289 


1115 


74.33 


15... 


39 


96.00 


91.00 


145 


347404 


1115 


74.33 


30 ... 


40 


95.00 


90.00 


145 


348520 


1116 


74.40 


45 . 


41 


93.00 


87.00 


145 


349633 


1113 


74.20 




96.25 


91.44 


142.03 




1117.07 


74.472 



36 
WHEELOCK ENGINE CONDENSING 

GENERAL OBSERVATIONS. 



A 




to 


a 


Temperatures. 


CondensingWater 


1 

a 
s 

7 




a 
S 


^ 


o 


ai 


© 


<B 


a 

o 


s 
s 




o 


o 
q3 


(D 


ll 




o 




> 


C 

< 


<o 
1— 1 


> 
O 


O 
g 


1- 


9 


10 


11 


13 


13 


14 


15 


16 


17 


A.M. 




Inches. 


Inches. 












11:45 


1 


29.45 


23.75 


79.5 


76.5 


113.0 


155593 




12:00 


2 


29.45 


23.75 


78.0 


76.5 


113.0 


155881 


"288 


15 


3 


29.45 


24.00 


78.5 


76.0 


111.0 


156174 


293 


30 


4 


29,45 


24.00 


78.5 


76.5 


113.0 


156469 


295 


45 


5 


29.45 


24.00 


78.0 


76.5 


114.0 


156780 


311 


1:00 


6 


29.42 


24.00 


80.0 


75.5 


112.0 


157079 


299 


15 


7 


29.42 


24.00 


81.0 


77.0 


113.0 


157384 


305 


30 


8 


29.42 


24.00 


81.0 


77.0 


111.0 


157693 


309 


45 


9 


29.42 


24.00 


81.0 


77.0 


112.0 


158018 


325 


2:00 


10 


29.42 


24.00 


81.0 


77.0 


111.0 


158314 


296 


15 


11 


29.42 


24.00 


82.5 


17.0 


111.0 


158619 


305 


30 


12 


29.40 


24.00 


84.0 


77.0 


112.0 


158921 


302 


45 


13 


29.40 


24.00 


85.0 


77.0 


111.0 


159224 


303 


3:00 


14 


29.40 


24.00 


85.0 


77.0 


111.0 


159535 


311 


15 


15 


29.40 


24.00 


86.0 


77.5 


111.0 


159853 


318 


30 


16 


29.40 


24.25 


86.0 


77.5 


109.0 


160169 


316 


45 


17 


29.40 


24.50 


86.0 


77.5 


lll.O 


160489 


320 


4:00 


18 


29.40 


23.50 


86.5 


77.5 


113.0 


160785 


296 


15 


19 


29.40 


23.75 


87.0 


77.5 


113.0 


161087 


302 


30 


20 


29.40 


23.50 


88.0 


7,7.5 


115.0 


161374 


287 


45 


21 


29.40 


24.00 


88.0 


77.5 


112.0 


161665 


291 


5:00 


22 


29.40 


24.00 


87.0 


77.5 


113.0 


161971 


306 


15 


23 


29.38 


24.00 


88.0 


78.0 


111.0 


162277 


306 


30 


24 


29.38 


24.00 


88.0 


78.0 


112.0 


162582 


305 


45 


25 


29.38 


23.75 


87.0 


78.0 


lll.O 


162886 


304 


6:00 


26 


29.38 


24.00 


85.0 


77.0 


111.0 


163192 


306 


15 


27 


29.38 


24.00 


84.0 


77.0 


111.0 


163499 


307 


30 


28 


29.38 


24.00 


83.0 


77.0 


111.0 


163800 


307 


45 


29 


29.38 


24.00 


82.5 


77.0 


111.0 


164114 


308 


7:00 


30 


29.38 


24.00 


84.0 


77.0 


113.0 


104423 


309 


15 


31 


29.40 


24.25 


81.5 


77.0 


113.0 


104734 


311 


30 


32 


29.40 


24.00 


82.0 


77.0 


111.0 


165045 


311 


45 


33 


29.40 


24.00 


83.0 


77.5 


111.0 


165355 


310 


8:00 


34 


29.42 


23.50 


82.0 


77.5 


112.0 


165664 


309 


15 


35 


29.42 


24.00 


83.0 


77.5 


112.0 


165974 


310 


30 


36 


29.42 


24.25 


82.5 


77.5 


111.0 


106285 


311 


45 


37 


29.42 


23.75 


83.0 


77.5 


111.0 


166598 


313 


1) :00 


38 


29.44 


24.25 


82.0 


77.5 


111.0 


166910 


312 


15 


39 


• 29.45 


24.25 


83.0 


77.5 


111.0 


167224 


314 


30 


40 


29.45 


24.00 


80.0 


77.5 


ni.o 


167535 


311 


45 


41 


29.45 


24.00 


79.5 


77.5 


111.0 


167851 


319 






29.41 


23.98 


83.27 


77.20 


111.70 




30652 



37 



WHEELOCK ENGINE CONDENSING. 

DIAGRAMS— FRONT END. 



7 

6 
B 


u 
<s 
•T3 


ii 


So 

o 


go 


ii 




2« 

il. 


ill 


h 


H 


O 


1— 1 


o 


Pm • 


H 


> 


o 


^ 


s 


1 


2 


3 


4 


5 


6 

Pds. 


7 


8 


9 


10 


A.M. 




Pds. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


11:45 


1 


73.00 


.12666 


66.75 


13.1878 


10.00 


4.4378 


32.4378 


28.2329 


12:00 


2 


88.50 


.10805 


83.00 


13.9378 


10.00 


4.4378 


34.4378 


32.1712 


15 


3 


87.25 


.10612 


85.25 


13.9378 


10.00 


4.4378 


34.4378 


32.6530 


30 


4 


90.00 


.11873 


84.75 


15.1878 


10.25 


4.1878 


33.9378 


35.4964 


45 


5 


91.50 


.11417 


86.25 


14.4378 


10.25 


4.1878 


34.4378 


33.6735 


1:00 


6 


88.00 


.11224 


84.50 


14.4378 


10.15 


4.2878 


34.4378 


33.6735 


15 


7 


88.00 


.12065 


85.25 


13.9378 


10.00 


4.4378 


34.4378 


33.6605 


30 


8 


90.00 


.11873 


85.00 


14.4378 


9.75 


4.6878 


34.4378 


34.3500 


45 


9 


89.75 


.10838 


85.50 


14.4378 


10.00 


4.4378 


34.4378 


34.1922 


2:00 


10 


89.00 


.11837 


84.50 


15.1878 


10.00 


4.4378 


33.4378 


34.7755 


15 


11 


89.50 


.11224 


84.25 


14.9378 


9.75 


4.6878 


34.4378 


33.6735 


30 


12 


89.00 


.10225 


85.00 


13.9378 


10.00 


4.4378 


34.4378 


31.6155 


45 


13 


88.25 


.10451 


83.50 


13.4378 


10.00 


4.4378 


34.4378 


32.0901 


3:00 


14 


90.50 


.10204 


85.00 


13.6878 


9.75 


4.6878 


36.4378 


31.4285 


15 


15 


89.25 


.10246 


83.75 


13.6878 


9.75 


4.6878 


34.4378 


30.7377 


30 


16 


90.75 


.10235 


86.00 


14.0378 


10.00 


4.4378 


34.4378 


32.3848 


45 


17 


90.00 


.10905 


84.75 


14.2378 


10.00 


4.4378 


34.4378 


32.9629 


4:00 


18 


92.00 


.10623 


87.25 


13.8378 


10.00 


4.4378 


32.4378 


31.8692 


15 


19 


90.75 


.12232 


84.00 


14.4378 


9.50 


4.9378 


38.9378 


34.0061 


30 


20 


89.00 


.12245 


84.00 


14.4378 


9.75 


4.6878 


36.4378 


34.0816 


45 


21 


89.75 


.12028 


82.75 


14.4378 


9.75 


4.6878 


35.9378 


33.5983 


5 :00 


22 


92.50 


.12257 


85.25 


14.9378 


9.50 


4.9378 


34.4378 


35.2196 


15 


23 


91.50 


.12065 


83.25 


13.9378 


10.00 


4.4378 


34.4378 


33.9877 


30 


24 


91.25 


.12576 


83.75 


14.4378 


10.00 


4.4378 


35.4378 


35.4564 


45 


25 


89.50 


.11066 


84.25 


14.2878 


10.00 


4.4378 


35.9378 


32.7049 


6:00 


26 


91.50 


.12883 


85.50 


15.1878 


9.50 


4.9378 


33.9378 


36.7280 


15 


27 


91.00 


.12411 


83.50 


14.4378 


9.75 


4.6878 


33.9378 


34.7914 


30 


28 


90..50 


.12831 


84.00 


15.1878 


9.50 


4.9378 


39.4378 


34.9898 


45 


29 


90.50 


.12818 


84.00 


14.9378 


9.50 


4.9378 


34.9378 


35.03r)(; 


7:00 


30 


89.50 


.13238 


83.75 


15.1878 


9.75 


4.6878 


31.9378 


36.7000 


15 


31 


90.00 


.12883 


83.75 


15.2378 


9.75 


4.6878 


32.4378 


35.9508 


30 


32 


90.00 


.13279 


82.50 


15.3378 


9.75 


4.6878 


31.4378 


36.0307 


45 


33 


91.50 


.12857 


85.. 50 


15.1878 


9.50 


4.9378 


32.4378 


36.3673 


8:00 


34 


90.50 


.11849 


82.75 


14.4378 


9.85 


4.5878 


.30.4378 


33.1358 


15 


35 


91.00 


.11735 


85.25 


14.6378 


9.50 


4.9378 


31.4378 


34.1224 


30 


36 


88.50 


.12640 


85.75 


15.6878 


9.50 


4.9378 


32.4378 


36.1671 


45 


37 


85.75 


.12245 


80.50 


14.2378 


9.50 


4.9378 


31.4378 


32.5714 


9:00 


38 


89.00 


.12041 


85.50 


14.4378 


9.75 


4.6878 


31 .4378 


35.0612 


15 


39 


89.25 


.11837 


86.. 50 


15.2878 


9.00 


5.4378 


32:4378 


34.3673 


30 


40 


87.25 


.11837 


84.50 


14.4378 


9.50 


4.9378 


31.4378 


33.4693 


45 


41 


86.50 


.12270 


80.75 


14.4378 
14.5084 


9.50 


4.9378 


32.4378 


32.6789 






89.525 


.11774 


84.1941 


9.78 7 


4.6503 


33.9878 


33.9103 



38 

WHEELOCK ENGINE CONDENSING. 

DIAGRAMS — BACK Ex\D. 



i 




2, 

So 






Time.— June 


O 


is 

1— 1 


5h 
o 

-J) 


o 


1 


2 . 


3 


4 


5 


A.M. 


, 


Pds. 




Pds. 


11:45 


1 


70.75 


.16260 


56.00 


12:00 


2 


85.00 


.14170 


72.50 


15 


3 


84.50 


.13765 


72.00 


30 


4 


87.00 


.15385 


74.00 


45 


5 


87.00 


.U777 


75.35 


1:00 


6 


85.50 


.14777 


72.00 


15 


7 


84.00 


.14807 


70.50 


30 


8 


88.50 


.16734 


68.75 


45 


9 


88.00 


.15571 


70 50 


2:00 


10 


86.00 


.14777 


72.25 


15 


11 


85.50 


.14965 


71.00 


30 


12 


85.50 


.15066 


70.25 


45 


13 


87.00 


.15571 


69.75 


3:00 


14 


89.50 


.16987 


69.50 


15 


15 


88.00 


.17071 


69.50 


30 


16 


88-50 


.15555 


72.50 


45 


17 


87.50 


.16364 


71.00 


4:00 


18 


89.75 


.16819 


73.25 


15 


10 


88.25 


.14747 


70.20 


30 


20 


87.50 


.14:1 m 


70.00 


45 


21 


86.00 


.13953 


66.75 


5:00 


22 


88.00 


.14010 


71.80 


15 


23 


88.00 


.12942 


72.00 


30 


24 


88.25 


.13131 


72.15 


45 


25 


86.75 


.14545 


69.50 


6:00 


26 


88.50 


.11895 


73.75 


15 


27 


89.00 


.12916 


73.00 


30 


28 


86.75 


.13333 


69.25 


45 


29 


88.00 


.11777 


77.75 


7:00 


30 


84.50 


.12198 


71.00 


15 


31 


86.50 


.12373 


73.75 


30 


32 


86.00 


.12805 


71.25 


45 


33 


88.00 


.12170 


74.50 


X:00 


34 


87.50 


.14604 


71.25 


15 


35 


87.00 


.14271 


71.75 


30 


36 


■ 86.50 


.12766 


72.50 


45 


37 


83.00 


.16397 


68.00 


9:00 


38 


86.25 


.12880 


71.75 


15 


39 


86.25 


.12753 


71.85 


30 


40 


85.00 


.15182 


68.75 


45 


41 


84.50 


.10142 


66.00 






86.647 


.14395 


71.20 



.So 


il 




a^^ 

c3 p,3 


6 


7 


8 


9 


Pds. 


Pds. 


Pds. 


Pds. 


13.9378 


9.00 


5.4378 


23.4378 


1 ;] 6378 


9.50 


4.9378 


22.4378 


13.4378 


10.00 


4.4378 


22.4378 


14.4378 


10 00 


4.4378 


21.9378 


14.4378 


10.00 


4.4378 


22.9378 


14.4378 


9.75 


4.6878 


22.4378 


13.6878 


10.00 


4.4378 


20.4378 


14 4378 


9.25 


5.1878 


24.4378 


13.6878 


10.00 


4.4378 


23.4378 


14.4378 


9.50 


4.9378 


22.4378 


14.3378 


9.00 


5.4378 


22.4377 


14.1878 


10.25 


4.1878 


23.4378 


13.4378 


10.00 


4.4378 


21.4378 


14 4378 


9.50 


4.9378 


22.4378 


15.1878 


9.00 


5.4378 


22.4378 


15.9378 


9-25 


5.1878 


22.4378 


14.4378 


9.25 


5.1878 


24 4378 


14.6878 


9.50 


4.9378 


23.4378 


12 6878 


10 00 


4 4378 


24.4378 


13 9378 


9.75 


4.6878 


24.4378 


13.6878 


9.25 


5.1878 


22.9378 


12.6878 


10.00 


4 4378 


21.4378 


12.4378 


10.00 


4.4378 


21.4378 


13.1378 


9.50 


4.9378 


21.4378 


13.4378 


9.50 


4.9378 


20.4378 


11.6878 


9.75 


4.6878 


21.4378 


13.4378 


9.50 


4.9378 


21.4378 


12.6878 


10.00 


4.4378 


20.4378 


13.6878 


9.00 


5.4378 


21.6878 


11.4378 


10.00 


4.4378 


21.4378 


12.9378 


9 50 


4.9378 


21.4378 


12.4378 


9.75 


4.6878 


21.4378 


12.4378 


10.00 


4.4378 


21.4378 


13.4378 


9.50 


4.9378 


21.9378 


13.4378 


1000 


4.4378 


21.9378 


13.1878 


10,00 


4.4378 


21.4378 


13.9378 


9 50 


4.9378 


21.4378 


12.4378 


9.75 


4.6878 


21.9378 


13.1878 


10.00 


4.4378 


21.9378 


13.6878 


9.75 


4.6878 


22.4378 


13.6878 


9.50 


4.9378 


21.9378 


13.5796 


9.67 


4.7628 


22.2128 



s? 



a>P4 



10 



Pds. 
30.0406 
34.1295 
33.6032 
36.4372 
37.2065 

35 0202 
35.3347 
36.2500 
35.9959 
35.1417 
34.4995 

36 1173 
35 3084 
36.8453 
36.7273 
36.4444 
36.2020 

37 6494 
33.9393 
33.4141 
32.4773 
33.6565 
32.1537 
32.2828 
33.4949 
31.5322 
32.7346 
31.9595 
32.3248 
31.5322 
31.2779 
31.9512 
31.6024 
34.1176 
33.4821 
32 5025 
34.7368 
32.0487 
31.6599 
33.7247 
32.4459 



39 



WHEELOCK ENGINE CONDENSING. 

WATER TO BOILERS. 



A.M. 

11 :45 
12:00 

15 

"so 

"45' 
1:00 
15 
30 
45 
2:00 
15 
30 
45 
3:00 
15 
'30" 
'45 
4:60 

"is' 
so' 
45 

5:00 



Pds. 
2562.0 
2367.0— 
2657.0 
1623.0— 
2543.5 
1891.5- 
2620.0 
1838.0— 
2571.0 
1742.0- 
2593.5 
1761.0— 
2607.0 
1733.5— 
2557.0 
1689.0— 
2556.5 
1762.0— 
2523.5 
1631.0— 
2514.0 
1690.5— 
2506.0 
1638.0— 
2574.0 
1771.5— 
2612.5 
1637.5— 
2632.5 
1684.5— 
2585.0 
1877.5— 
2525.5 
1973.5— 
2568.0 
1513.0— 
2514.0 
1682.5— 
2561.5 
1617.5— 
2595.5 
2308.5— 



Pds. 
195.0 



1034.0 
652.0 
782.0 



829.0 
832.5 

873.5 



868.0 
794.5 



892.5 
823.5' 



868.0 
802.5 
975.0 
948.0 



707.5 
552.0 



1055.0 
831.5 



944.0 

287.0' 



Pds. 
2562.0 



290.0 
920.5 



728.5 
733.0 
851.5 
846.0' 
823.5 



867.5 
76l'.5" 
883.0 



815.5 
936.6 
841.0 



995.0 
900.5' 
648.0' 
594.5 



1001.0 

8'79'.0 
"9'78'.0' 



Pds. 
195.0 



1229.0 
1881.0 
266'3'.0' 



3492.0 
'4324^5 

'5'l'98'.0 
'6'o'66'.6' 
' 6860.5 ' 
' 7753.0 
'8576.5' 

'9'4'4'4'.5 
10247.0 
11222.0 
12170.0 
12877.5' 
13429.5 
14484.5 
15316.0 
16260.0 
16547.0 



Inches. 
0.000 
0.000 



+0.250 

— 0.i25 

"0.000 



—0.125 
—0.250 
— 0!l25 
'+0.250 



0.000 
+0.125' 



+0.250 

+0.375 

'+b!250' 

+0.750 

+0.250 

+0.375 

'+0'..375 

+6! 625' 

'+^750 

'+o!875 

— 0.250 " 



40 



WHEELOCK ENGINE CONDENSING. 

WATER TO BOILERS. 



43 
a 

7 

6 

a 





1 
w Weights. 



;:: 


s 

4 

Pds. 

" 821.0 " 

""826.5' 

1169.6 

902.0 

"1057.5" 

80.0 " 

700^5 ' 
"847.0" 

750.0 ' 

742.0' 
1097.5" 
' 922.5 \ 
"585". 5 

393.0" 
1023.5 

793.0" 
'784.0' 

394.0 
1163.0' 


i 

1:3 

5 

Pds. 
368.5 

788'.5 ' 

816.0" 

1035.0" 

100'8".5' 

1031.0" 

139.0 

623.5 

' 868.0 

'702.0 

746.0' 

1182.5 

"897.5' 

593.5 

342.5 

1025.0 

"822'.0' 

"778'.0' 

362.0" 


cS 

=s 
C? 

3 


6 

Pds. 
17368.0' 
18194.5 
l'9'3"63".5' 
20265.5 ' 
21323.0 
21403.0' 
22103.5 
22950.5' 
23700.5' 
24442.5 
25540.0 
26462.5 ■ 
27048.0' 
27441.0 
28464.5' 
29257.5' 
30041.5 
30435.5 
31538.5' 


> 

03 


1 


2 


7 


P.M. 


22 


Pds. 
2677.0 
1856.0— 
2644.5 
1818.0-^ 
2634.0 
1465.0— 
2500.0 
1598.0— 
2606.5 
1549.0- 
2580.0 
2500.0— 
2639.0 
1938.5— 
2562.0 
1715.0— 
2583.0 
1833.0— 
2535.0 
1793.0— 
2539.0 
1441.5— 
2624.0 
1701.5— 
2599.0 
2013.5— 
2607.0 
2214.0— 
25.56.5 
1533.0— 
2558.0 
1765.0— 
2587.0 
1803.0— 
2581.0 
2187.0— 
2549.0 
1446.0— 


Inches. 


5:15 


+0.375 


"""36".:;:""."" 
"45 '. 


23 
'24" 


+0^250 
+0^750 




25 




6: 00 ... 


+0.375 




26 

'27" 

'"28" 

29" 

'30" ■ 




15 

■36" '.. ■"."" 

" '45'. :'.'.';.'.' 


+1.250 

+0.375 
0.000 


7:00 


+0.375 


15 


+0.250 


30'..'..'.'': 


31 
32* 


0.000 


45 . . . 


+0.500 




33 




8 :00 


+0.750 




34 

"35 




15 


+0.750 


30 .... 


+0.250 




36 




45 


0.000 




37 

38" 




9:00 

15"'!."."". 


+0.250 

+0^375' 




39 
40" 




30 

'45" ""'. .'. 


—0.250 
0.000 



41 



WHEELOCK ENGINE CONDENSING. 

CALORIMETER. 



^1 




Temperatures. 


Condensing Water. 


a 


X 

o 


O 


a 

.2 

'3 


o 
> 

o 




^6 
1^ 


at 

S" 


ii 

4) a 

'So 

1" 


1 


2 


3 


4 


5 


6 


7 


8 


A.M. 
















11 :45 


1 


76.5 


110.5 


102.0 


1287.73 






12 :00 


2 


76 5 


117.0 


111.0 


1295.72 


7.99 


27.25 


15 


3 


76.0 


117.0 


112.5 








30 


4 


76.5 


117.0 


112.0 


13ii.87 


16.15 


33.25 


45 


5 


76.5 


120.0 


110.0 


. 




. 


1 :00 


6 


76.5 


124.0 


107.0 


1327.31 


15.44 


34.50 


15 


7 


77.0 


124.0 


106.0 




. . . . 


. 


30 


8 


77.0 


122.0 


107.0 


1342.01 


14.70 


33.50 


45 


9 


77.0 


125.0 


104.0 








2 :00 


10 


77.0 


125.0 


102.0 


1356.73 


14.72 


34.50 


15 . . . 


11 


77.0 


124.0 


101.5 









30 


12 


77.0 


124.0 


100.0 


1371.50 


14.77 


34.50 


45 


13 


77.0 


124.5 


101.5 








3:00 


14 


77.0 


124 


104.0 


1386.31 


14.81 


34.00 


15 


15 


77.5 


126.0 


107.0 








30 


16 


77.5 


125.0 


106.0 


1401.00 


14.69 


34.50 


■ 45 


17 


77.5 


1^5.0 


107.0 









4:00 .:... 


18 


77.5 


124.0 


107.5 


1415.85 


14.85 


34.50 


15 


19 


78.0 


122.0 


110.0 


. 





.... 


30 


20 


78.0 


121.5 


109.0 


1431.00 


15.15 


34.00 


45 


21 
22 


77.5 
77.5 


124.0 
124.0 


109.0 
108.0 


1446!o2 






5:00 


15.02 


34.25 


15 


23 
24 


78.0 
78.0 


124.0 
123.5 


107.0 
107.0 


1460!82 






30 


14.80 


34.00 


45 


25 


78.0 


126.0 


106.0 





.... 





6:00 


26 


77.0 


126.0 


105.0 


1475.46 


14.64 


34.00 


15 


27 


77.0 


125.0 


106.0 








...... 


30 


28 


77.0 


125.0 


105.0 


1490.00 


14.54 


34.00 


45 


29 


. 77.0 


125.0 


105.0 








7:00 


30 


77.0 


122.5 


105.0 


1504.60 


14.60 


34.00 


15 


31 


77.0 


125.0 


106.0 








30 


32 


77.0 


124.0 


106.0 


1519.30 


14.70 


34.25 


45 


33 


77.5 


125.0 


106.0 








8 :00 


34 


77.5 


123.0 


108.0 


1533.88 


14.58 


34.00 


15 


35 


77.5 


123.0 


108.0 








30 


36 


77.5 


124.0 


108.0 


1548.80 


14.92 


34.50 


45 


37 


77.5 


122.0 


107.0 


. 




. 


9:00 .... 


38 


77.5 


124.0 


107.0 


1563.45 


14.65 


34.00 


15 ... 


39 
40 


77.5 

78.0 


124.0 
124.0 


108.0 
107.0 


1578!30 






30 .... 


14.85 


34.00 


45 


41 


77.5 


121.5 


106.0 


1585.60 


7.30 


16.50 






77.24 


123.25 


106.57 




29.787 


69.200 



42 



RECORDS ENGINES NON-CONDENSING. 

In the following tables are given the data calculated and ob- 
served for the trials of engines non-condensing, in the same 
manner as for the trials condensing. 

First — General observations. 

Second — Indicator diagrams. 

Thi7'd — Water delivered to the boilers. 

yoiirth — Calorimeter. 

The trial of the *' Reynolds" engine lasted nine hours and ten 
minutes, when, by the breakage of one of the pump belts, the 
trial was discontinued, and the nine hours' record taken. 

The ''Harris" and " Wheelock" trials were each often hours' 
duration. 

In view of the loss of one hour in the " Reynolds" trial, it 
should be observed that all records were made complete at the 
close of each interval, and to any who may desire to closely 
follow the performance of the engines from the beginning to the 
end of trial, it is suggested that the work done, and economy 
developed may be computed for each quarter-hourly interval. 

The engines were tested non- condensing in the following 
order : 

Reynolds-Corliss, June i8th, 2:00 p.m. to 11:00 p.m. June i8th. 

Harris-Corliss, June 22d, 4:30 a.m. to 2.30 p.m. June 22d. 

Wheelock, June 25th, 11. 15 p.m. to 9. 15 a.m. June 26th. 



43 



REYNOLDS-CORLISS ENGINE NON-CONDENSING. 

GENERAL OBSER\'aTIONS. 



i 




Pressures. 


< 




Engine Counter. 


a 






S 


a 


o 

1 


^ 


» 


_: 


6 


s 






p< 


CS 


-tJ 


© 


s . 


o le 


o fl 


1-5 

a 


-§ 




a 


s 

o 


? 
2 

s 


s 

o 

c3 


a o 




1^ 


H 


o 


W 


CO 


Oh 


ri 


P5 


o 


P^ 


P^ 


1 


2 


3 


4 


5 


6 


7 


8 


9 


10 


P M. 




Pds. 


Pds. 


Pds. 












2:00 


1 


93.00 


89.00 


100 


86.5 


29.75 


126323 






15 


2 


99.00 


94.50 


101 


87.0 


29.75 


127453 


1130 


75.33 


30 


3 


101.00 


96.50 


100 


87.0 


29.75 


128584 


1131 


75.40 


45 


4 


101.00 


97.00 


100 


88 


29.75 


129715 


1131 


75.40 


8:00 


5 


98.00 


93.50 


100 


88.0 


29.75 


130844 


1129 


75.26 


15 


6 


95.00 


91.00 


100 


88.0 


29.75 


131975 


11.31 


75.40 


30 


7 


98.00 


94.00 


102 


88.5 


29.75 


133104 


1129 


75.26 


45 


8 


95,00 


91.50 


100 


88.5 


29.75 


134234 


1130 


75.33 


4:00 


9 


98.00 


93.50 


101 


89.0 


29.75 


135364 


1130 


75.33 


15 


10 


100.00 


96.50 


100 


88.5 


29.75 


136494 


1130 


75.33 


30 


11 


97.00 


93.00 


100 


89.0 


29.75 


137625 


1131 


75.40 


45 


12 


95.00 


91.50 


100 


89.0 


29.75 


138755 


1130 


75.33 


5:00 


13 


94.00 


90.00 


100 


89.0 


29.75 


139884 


1129 


75.26 


15 


14 


98.00 


94.00 


100 


89.0 


29.75 


141015 


1131 


75.40 


30 


15 


95.00 


91.00 


101 


89.0 


29.75 


142144 


1129 


75.26 


45 


16 


95.00 


91.00 


105 


88.5 


29.75 


143275 


1131 


75.40 


6:00 


17 


91.00 


87.00 


no 


89.0 


29.75 


144404 


1129 


75.26 


15 


18 


97.00 


93.50 


no 


88.0 


29.75 


145534 


1130 


75 33 


30 


19 


95.00 


90.50 


no 


88.0 


29.75 


146664 


1130 


75.33 


45 


20 


96.00 


92.00 


no 


87.0 


29.75 


147794 


1130 


75.33 


7:00 


21 


97.00 


92.00 


no 


87.0 


29.75 


148923 


1129 


75.26 


15 


22 


98.00 


94.00 


no 


88.0 


29.75 


150052 


1129 


75.26 


30 


23 


100 00 


96.50 


no 


89.0 


29.75 


151183 


1131 


75.40 


45 


24 


98.00 


94.00 


no 


88.5 


29.75 


1.52313 


1130 


75.33 


8:00 


25 


98.00 


93.50 


no 


88.0 


29.75 


153443 


1130 


75.33 


15 


26 


97.00 


93 00 


111 


88.5 


29.75 


154573 


1130 


75.33 


30 


27 


95.90 


91 .€0 


111 


88.0 


29.75 


155702 


1129 


75.26 


45 


28 


96.00 


92.50 


111 


88 


29.75 


156832 


1130 


75.33 


9:00 


29 


96.00 


91.50 


111 


87.5 


29.75 


157962 


1130 


75.33 


15 


30 


96.00 


92.50 


112 


87.0 


29.75 


159092 


1130 


75.33 


30 


31 


96.00 


92.00 


no 


87.0 


29.75 


1 60223 


1131 


75.40 


45 


32 


95.00 


91.00 


111 


86.0 


29.75 


161353 


1130 


75.33 


10:00 


33 


96.00 


92.00 


no 


85.5 


29.75 


162483 


1130 


75.33 


15 


34 


93.00 


89.00 


112 


83.0 


29.75 


163613 


1130 


75.33 


30 


35 


98.00 


93.00 


no 


82.0 


29.75 


164743 


1130 


75.33 


45 


36 


96.00 


92.00 


111 


82.0 


29.75 


165874 


1131 


75.40 


11 :00 


37 


97.00 


92.00 


no 


82.0 

87.4-2 


29.75 


167004 


1130 


75.33 




96.61 


92.54 


106.25 


29 75 




1130.02 


75.330 



44 



REYNOLDS-CORLISS ENGINE NON-CONDENSING. 



DIAGRAMS— FRONT END. 



0) 

a 

IS 

© 

a 


o 

2 


Initial Pressure 
above Atmo- 
sphere. 


o 


1 

03 
U 


Terminal Pressure 
Absolute. 




a"s • 


Mean Effective 
Pressure. 


1 


3 

Pds. 


4 


5 


6 


7 


8 


9 


P.M. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


2:00 


1 


88.00 


.16734 


82.50 


18.3542 


1.15 


26.50 


31.9675 


15 


2 


92.50 


.15580 


88.25 


18.3542 


0.75 


25.00 


32.3422 


30 


3 


93.00 


.14503 


91.00 


17.6042 


0.50 


25.00 


31.0750 


45 


4 


93.50 


.14604 


91.25 


18.0042 


1.25 


27.00 


30.3448 


3:00 


5 


92.50 


.14401 


89.00 


17.3542 


0.75 


25.50 


29.2089 


15 


6 


91.50 


.15720 


83.50 


18.0042 


1.00 


30.00 


29.8174 


30 


7 


92.75 


.14431 


89.25 


17.8542 


1.75 


26.00 


28.6992 


45 


8 


91.75 


.15906 


84.75 


18.6042 


L.25 


27.00 


30.7192 


4:00 


9 


92.50 


.15906 


87.50 


18.6042 


1.25 


26.50 


32.4212 


15 


10 


93.00 


.13981 


92.00 


17.6042 


0.90 


31.00 


29.6656 


30 


11 


92.75 


.15197 


88.00 


18.3542 


1.75 


25.50 


30.3951 


45 


12 


91.00 


.14792 


86.00 


17.6042 


1.50 


26.00 


29.1793 


5:00 


13 


91.00 


.16835 


84.75 


18.6042 


1.75 


30.00 


31.4516 


15 


14 


92.25 


.15151 


88.75 


18.3542 


1.50 


28.00 


30.8283 


30 


15 


91 50 


.14387 


87.00 


17.6042 


1.50 


27.00 


28.7740 


45 


16 


90.50 


.16430 


84.50 


18.4542 


1.00 


26.00 


31.9675 


6:00 


17 


85.75 


.18826 


79.00 


19.4542 


1.50 


28.00 


32,4696 


15 


18 


92.25 


.15501 


87.00 


18.1042 


1.25 


27.50 


30.8409 


30 


19 


92.00 


.17122 


85.50 


18.8642 


1.50 


27.00 


31.7325 


45 


20 


92.25 


.15182 


88.75 


17.8042 


1.00 


30.00 


30.8502 


7:00 


21 


92.25 


.16008 


86.25 


18 0042 


125 


30.00 


30.8004 


15 


22 


92.25 


.14894 


88 25 


17.6042 


1.25 


28.00 


29.9899 


30 


23 


93.00 


.15789 


89.50 


18.1042 


1.25 


25.00 


31.2550 


45 


24 


92.50 


.15992 


87.75 


18.6042 


1 50 


27.00 


31.1741 


8:00 


25 


92.00 


.16162 


87.50 


18.3542 


1.25 


27.00 


31.3535 


15 


26 


92.00 


.16650 


87.50 


18.6042 


1.50 


25.00 


■31.9188 


30 


27 


91.25 


.16227 


86.75 


18.3542 


1.15 


25.00 


31.9676 


45 


28 


82.50 


.15757 


88.25 


18.3542 


1.50 


27.00 


31.5555 


9:00 


29 


91.50 


.14792 


86.50 


17 3542 


0.75 


26.00 


29.5846 


15 


30 


88.75 


.17140 


82.00 


17.8542 


0.50 


28.00 


30.9532 


30 


31 


92.25 


.15587 


87.25 


17 6042 


1.00 


30.00 


30.4453 


45 


32 


91.50 


.15416 


86.50 


17.6042 


0.75 


26.00 


30.3448 


10 :00 


33 


90.50 


.16700 


84 75 


■ 17.8542 


1.25 


30.00 


30.8502 


15 


34 


90.00 


.18253 


84.00 


19.3542 


1.25 


27.50 


32.4544 


30 


35 


92.75 


.15384 


89.00 


17.8542 


1.25 


28.00 


31.0932 


45 


36 


92.25 


.16361 


8750 


18.6042 


l.OO 


28.00 


32.4392 


11:00 


37 


92.75 


.15447 

.15768 


87.75 


17.3542 
18.1417 


1.25 


30.00 
27.326 


29.5932 




91.440 


86.948 


1.201 


30.8817 



45 



REYNOLDS-CORLISS ENGINE NON-CONDENSING. 

DIAGRAMS — BACK END. 



.a 

c 




n o 

1^- 






11 


4) . 
U 0) 


3^ 

II 


> 

««3 


6 


S 




to 
o 




3< 


o ^ 




C a; 


H 


^ 


>-H&.' 


4 


Oh 


H 


o 


S 


% 


1 


2 


3 


5 


6 


7 


8 


9 


P.M. 




Pds. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


2:00 


1 


86.00 


.18585 


78.00 


18.2542 


1.00 


45.00 


30.9088 


15 


2 


89.50 


.15895 


84.50 


17.1042 


0.50 


42.50 


29.4969 


30 


3 


90.00 


.15105 


87.75 


16.6042 


1.25 


45.00 


28.1571 


45 


4 


90.00 


.14788 


87.00 


17.2542 


1.00 


44.00 


28.9738 


3:00 


5 


90.00 


.14616 


87.00 


16.6042 


1.50 


41.00 


27.0967 


15 


6 


89.25 


.16700 


82.00 


17.1042 


1.50 


41.00 


• 28.8933 


30 


7 


90 00 


.15477 


85.15 


17.3542 


1.25 


41.75 


28.9444 


45 


8 


87.50 


.17806 


79.75 


17.1042 


0.50 


41.00 


29.8188 


4:00 


9 


89.50 


.15221 


82.75 


16.3542 


0.50 


42.00 


28.0242 


15 


10 


90.00 


.16164 


85.25 


17.1042 


1.00 


41.00 


19.4377 


30 


11 


89.50 


.15995 


83.75 


17.2542 


1.00 


41.00 


28.6116 


45 


12 


86.50 


.15407 


83.00 


16.6042 


1.00 


41.00 


27.2708 


5:00 


13 


87.00 


.16229 


80.75 


16.4542 


1.25 


41.00 


27.0371 


15 


14 


89.00 


.16060 


82.75 


15.8542 


0.50 


42.00 


28.4848 


30 


15 


87.00 


.L5927 


81.50 


16.8542 


0.75 


42.00 


27.6209 


45 


16 


86.00 


.17806 


79.50 


17.3542 


1.00 


42.00 


29.6579 


6:00 


17 


82.50 


.17724 


75.50 


16.3542 


0.25 


41.00 


28.1974 


15 


18 


88.50 


.16499 


83.25 


16.6042 


0.25 


40.00 


29.5372 


30 


19 


89.75 


.17706 


80.00 


18.3542 


1.15 


42.00 


30..5432 


45 


20 


89.50 


.15423 


84.00 


17.3542 


1.50 


43.00 


28.3064 


7:00 


21 


88.00 


.15492 


83.50 


16.1042 


0.25 


40.00 


28.2897 


15 


22 


89.25 


.16800 


83.00 


16.8542 


0.25 


40.00 


29.9396 


30 


23 


89.75 


.14646 


84.25 


15.6042 


0.20 


44.00 


27.5555 


45 


24 


89.50 


.15191 


85.25 


16.1042 


0.25 


43.00 


28.1288 


8:00 


25 


89.25 


.14959 


83.00 


15.6042 


0.15 


43.00 


27.3092 


15 


26 


89.00 


.17505 


82.75 


17.1042 


0.50 


43.00 


30.6640 


30 


27 


87.00 


.15794 


82.00 


15.8542 


0..50 


42.00 


28.2897 


45 


28 


89.00 


.14889 


84.00 


16.1042 


0.50 


43.00 


27.7264 


0:00 


29 


88.25 


.169.35 


82.75 


16.8542 


0.25 


43.00 


29.3952 


15 


30 


87.50 


.15392 


83.75 


17.1042 


1.50 


42.00 


27.6056 


30 


31 


89.00 


.16028 


83.50 


16.1042 


0.75 


42.50 


28.2252 


45 


32 


89.00 


.15694 


72.00 


15.6042 


0.25 


44.00 


28.2495 


10:00 


33 


87.25 


.17706 


82.00 


16.8042 


0.10 


43.00 


29.7784 


15 


34 


88.00 


.18410 


79.75 


17.3542 


10 


40.00 


30.6640 


30 


35 


89.50 


.15492 


83.25 


15.8542 


0.25 


43.25 


28.1690 


45 


36 


90.00 


.16096 


83.00 


16.6042 


0.75 


42.00 


28.1690 


11:00 


37 


89.00 


.16700 


81.00 


16.6042 


0.25 


41.00 


29.4567 




88.548 


.16144 


82.566 


16.6854 1 


0.689 1 


42.083 


28.6792 



46 



REYNOLDS-CORLISS ENGINK NON-CONDENSING. 



WATER TO BOILERS. 



P.M. 

2:00 
15 

"so" 

45 



3:00 
15' 



30 
45* 



4:00 
15 
"30 



45 

5:00 

15' 



30 

45" 

6:00" 



15 
30 



45 

7:00 

15 



8 
'9" 

io' 

ii 

12" 

is' 

ii" 

ib 

ie 

ir" 

'is" 

id 

"20' 

'21 



Pds. 
2513. 

853. 
2502. 
2178. 
2471. 
2447. 
2580. 

572. 
2416. 
1318. 
2516. 
1336. 
2495. 
2087. 
2354. 
1233. 
2546. 
1685. 
2615. 
1791. 
2479. 
1798. 
2435. 
1483. 
2465. 
1544. 
2580. 
1410. 
2567, 
2097. 
2649, 
1552, 
2536, 
1258, 
2397, 
1897, 
2457, 
1406 
2474 
1657 
2474 
1401 



i 

a 
ft 


i 

< 


4 


5 


Pds. 


Pds. 




2513.0 


1659.5 






1648.5 


324.0 






293.0 


24.0 






133.5 


2008.5 






1844.5 


1098.5 






1198.0 


1180.0 






1159.0 


408.0 






267.0 


1121.0 






1313.0 


861.0 






930.0 


824.0 






688.5 


681.5 






637.5 


952.0 






981.5 


921.0 






1036.0 


1170.0 






1157.0 


470.0 






552.5 


1097.5 






984.0 


1277.5 






1138.5 


500.0 






560.0 


1050.5 






1068.0 


817.5 






817.5 


1073.0 





•o- 

Is 
o 

6 

Pds. 

1659.5 

" 1983.5 

"2007.5 

* 4016.0 

5114.5 

'6294.5' 

'6702.5' 

7823.5' 

8684.5 

9508'. 5' 

1019C.0 

11142.0 

12"o"6'3'.0 

13233.0 

13703.0 

14800.5' 

16078.0 

16578.0 

17628.5 

18446.6" 

19519.0 



Inches. 
—.250 
+.500 

—.250 

—.375' 

+.125 

+ .250 

+.750' 

0.000 
—.250 
' 0.000 
'+i56' 
—.250 
—.375" 
—.250 
+.375' 
"—.250 
'--.125 
+".250 
+ .125 
+.375 
'+J25" 

0.000 



47 



REYNOLDS-CORLISS ENGINE NON-CONDENSING. 

AVATER TO BOILERS. 



00 
r-l 


o 




a 

1 
ft 




1 
0? 


> 


1 


2 


3 


4 


5 


6 


7 


P.M. 


22 


Pds. 
2524.0 


Pds. 


Pds. 
1122.5 


Pds. 


Inches. 


7 :36 


23* 


1828.0— 
2557.0 


696.0 


■■729'.0' 


20215.0 


-.125 


45 


24"' 


1186.0— 
2521.5 


1371.0 


1335.5 


21586.0 


+.750 


8 :00 . . 


25' 


2094.0— 
2515.5 


427.5 


'421.5 


22013.5 


+.125 


15 


■26"* 


1787.0— 
2443.0 


728.5 


" 656.0' 


22742.0 


—.250 


30 


27'" 


1285.5- 

2508.0 


1157.5 


1222 5 


23899.5 


+.375 


45 . 




1423.5— 


1084 5 




24984 6 


+.250 




28 


2487.5 




1064 




9:00 




1926.0— 


561.5 




25545.5 


—.250 




29 


2440.0 




514.0 






15 


'36' 


1742.0- 
2526.5 


698.0 


784.5 


26243.5 


—.375 


30 




999.5— 


1527.0 




27770.0 


+.750 




31 


2510.0 




1510.5 




45 


32 " 


1976.0- 

2487.5 


534.0 


511.5 


28304.5 


+.250 


10:00 


33" 


2364.0— 
2423.0 


123.5 


59.0 


28428.0 


—.500 


15 


34" 


681.0- 
2497.0 


1742.0 


1816.0 ' 


30170.0 


+.500 


30 


35" 


1770.5- 
2495.5 


726.5 


725.0 


30896.5 


—.250 


45 




1449.5— 
2519.0 


1046.0 


1069.5' 


31942.5 


+1.25 




36 




11 :66 




1816.0— 


703.0 




32645.5 


— .250 









Correction, deduct 36.25 pds. 



Water to boilers, 32609.25 pds. 



48 



REYNOLDS-CORLISS ENGINE NON-CONDENSING. 

CALORIMETER. 



a 




Temperatures. 


Condensing Water. 




'-5 


S3 


^ 


q 

.2 


i 

o 


ai 


.2 


















a 


O 




q=l 
u 
o 
> 

O 


r3 

c 
O 






II 


1 


2 


3 


4 


3 


& 


7 


8 


P.M. 














2 :00 


1 


76.0 


126.0 


111.0 


382.73 






15 . . 


2 


76.5 


136.5 


107.0 


388.15 


5.42 


18.25 


30 


3 


76.5 


134.0 


108.0 








45 


4 


76.5 


138.0 


106.0 


398.87 


10.72 


36.00 


3:00 


5 


76.5 


140.0 


105.0 








15 


6 


76.5 


128.0 


107.0 


409.70 


10.83 


33.50 


30 


7 
8 


77.0 
77.0 


138.5 
123.0 


109.5 
110.0 


421.30 






45 


11.60 


34.00 


4:00 


9 


77.0 


139.0 


109.0 








15 


10 


77.0 


146.0 


107.0 


432.73 


11.43 


34.00 


30 


11 


77.0 


136.0 


107.0 








45 ...... 


12 


77.0 


129.0 


107.0 


443.60 


10.87 


33.50 


5 :00 


13 
14 


77.0 

77.0 


128.5 
141.0 


106.0 
105.0 


'454.30 






15 


10.70 


34.00 


30 


15 


77.0 


137.0 


102.0 








45 


16 


77.0 


137.0 


101.0 


464.97 


10.67 


33.75 


6 :00 


17 

18 


77.0 
77.0 


139.0 
132.0 


100.0 
101.0 


' 475.60 






15 


10.63 


33.50 


30 


19 


77.0 


138.0 


99.5 









45 


20 


77.0 


133.0 


100.0 


486.16 


10.56 


34.00 


7 :00 


21 


77.0 


137.0 


102.0 








15 


22 


77.0 


135.0 


103.0 


496.87 


10.71 


34.75 


30 


23 
24 


77.0 
77.0 


137.0 
136.5 


103.0 
104.0 


507.45' 






45 


10.58 


34.00 


8 :00 


25 


77.0 


137.0 


105.0 








15 


26 


77.0 


135.0 


105.0 


518.16' 


10.71 


33.75 


30 


27 


77.0 


136.0 


102.5 








45 


28 


77.0 


135.0 


104.0 


528.45 


10.29 


34.75 


9 :00 . . . . . . 


29 


77.0 


133.0 


103.0 








15 


30 


77.0 


134.0 


103 


539.00 


10.55 


• 34.25 


30 ... . 


31 


77.0 


139.0 


103.0 








45 


32 


77.0 


131.0 


103.0 


549.87 


10.87 


34.00 


10:00 


33 


77.0 


133.0 


105.0 








15 


34 


76.5 


128.0 


105.0 


560.87 


11.00 


34.25 


30 . . 


35 
36 


76.5 
76.5 


132.0 
131.0 


103.5 
105.0 


'5'72'.16' 






45 


11.29 


33.75 


11:00 


37 


76.0 


131.0 


IU5.0 


577.73 


5.57 


17.00 






76.86 


134.86 


104.55 




21.666 


68.333 



Leakage condensing water, 32.875 pds. 



49 



HARRIS-CORLISS ENGINE NON-CONDENSING. 

GENERAL OBSERVATIONS. 



i 




Pressures. 


< 
o 

1 


1 


Engine Counter. 


a 
7 




6 


i 
a 


CO 

§-2 


CO 


M-2 

o a 


6 


u 
o 


^ 
9 




>. 

s 

q 


1 

s 

QJ 


2 
o 
'f-i 


a o 
1^ 


> S fl 


H 


o 


M 


CC 


Oh 


6 


M 


o 


rt 


1^ 


1 


2 


3 


4 


5 


7 


8 


9 


10 


A M. 




Pds. 


Pds. 


Pds. 












4:30 


1 

2 


95.00 
97.00 


90.00 
92.00 


110 

108 


78.5 
78.5 


29.55 
29.55 


239470 
240616 






45 


1146 


76.40' 


5:00 


3 


96.00 


90.50 


108 


78.5 


29.55 


241751 


1135 


75.67 


15 


4 


95.00 


90.50 


107 


78.0 


29.55 


242887 


1136 


75.73 


30 


5 


98.00 


93.00 


107 


78.5 


29.55 


244020 


1133 


75.53 


45 


6 


97.00 


92.00 


108 


79.0 


29.55 


245158 


1138 


75.87 


6:00 


7 


96.00 


90.50 


107 


79.0 


29.55 


246293 


1135 


75.67 


15 


8 


96.00 


91.00 


107 


79.5 


29.55 


247425 


1132 


75.47 


30 


9 


96.00 


91.50 


106 


80.0 


29.55 


248570 


1145 


76.33 


45 


10 


98.00 


92.50 


111 


80.0 


29.55 


249707 


1137 


75.80 


7:00 


11 


96.00 


92.00 


112 


80.0 


29.55 


250845 


1138 


75.87 


15 


12 


95.00 


91.00 


111 


80.5 


29.55 


251981 


1136 


75.73 


30 


13 


96.00 


92.00 


111 


83.0 


29.55 


253120 


1139 


75.93 


45 


14 


97.00 


92.00 


110 


82.5 


29.55 


254257 


1137 


75.80 


8:00 


15 


97.00 


92.50 


110 


82.0 


29.55 


255394 


1137 


75.80 


15 


16 


97.00 


93.00 


111 


82.0 


29.55 


256531 


1137 


75.80 


30 


17 


101.00 


96.00 


111 


83.5 


29.55 


257669 


1138 


75.87 


45 


18 


97.00 


93.00 


111 


84.0 


29.55 


258805 


1136 


75.73 


9:00 


19 


97.00 


92.00 


112 


85.0 


29.55 


259941 


1136 


75.73 


15 


20 


96.00 


91.25 


112 


85.0 


29.55 


261076 


1135 


75.67 


30 


21 


95.00 


90.00 


113 


86.0 


29.55 


262212 


1134 


75.60 


45 


22 


96.00 


91.00 


113 


86.5 


29.55 


263347 


1135 


75.67 


10:00 


23 


95.00 


90.25 


113 


87.0 


29.55 


264481 


1134 


75.60 


15 


24 


93.00 


88.50 


113 


88.0 


29.55 


265616 


1135 


75.67 


30 


25 


96.00 


91.50 


115 


88.5 


29.55 


266752 


1136 


75.73 


45 


26 


97.00 


92.00 


115 


88.5 


29.55 


267888 


1136 


75.73 


11:00 


27 


94.00 


90.00 


113 


88.0 


29.55 


269025 


1137 


75.80 


15 


28 


95.00 


90.50 


112 


88.5 


29.55 


270162 


1137 


75.80 


30 


29 


98.00 


93.00 


112 


88.0 


29.55 


271300 


1138 


75.87 


45 


30 


94.00 


89.25 


113 


90.0 


29.55 


272436 


1136 


75 73 


12:00 


31 


95.00 


89.50 


110 


90.0 


29.55 


273573 


1137 


75.80 


15 


32 


95.00 


89.50 


110 


90.0 


29.55 


274710 


1137 


75.80 


30 


33 


98.00 


93.00 


111 


90.5 


29.55 


275847 


1137 


75.80 


45 


34 


98.00 


93.00 


110 


90.5 


29.55 


276986 


1139 


75.93 


1:00 


35 


97.00 


91.50 


110 


90.0 


29.55 


278124 


1138 


75.87 


15 


30 


98.00 


93.00 


109 


92.0 


29.55 


279265 


1141 


76.20 


30 


37 


99.00 


93.00 


107 


90.5 


29.55 


280404 


1139 


75.93 


45 


38 


97.00 


91,50 


107 


91.0 


29.55 


281543 


1139 


75.93 


2:00 


39 


96 00 


91.00 


106 


92.0 


29.55 


282682 


1139 


75.93 


15 


40 


94.00 


89.50 


105 


92.5 


29.55 


283819 


1137 


75.80 


30 


41 


95.00 


91.00 


109 


93.0 
85.30 


29.55 


284956 


1137 
1137.15 


75.80- 




96.32 


91.48 


110.16 


29.55 




75.81 



50 



HARRIS-CORLISS ENGINE NON-CONDENSING. 

DIAGRAMS — FRONT END. 







ii 






ii 


2a> 
m o 


ai 


> 


si 

7 

6 

a 




to 

o 


to 


Is 




1.1 

a^g . 




H 


O 


M 


O 


Ph 


EH 

6 


o 


s 


^ 


1 


2 


3 


4 


5 


7 


8 


9 


A.M. 




Pds. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


4:30 


1 


89.75 


.17719 


82.00 


20.9061 


0.75 


41.00 


33.1568 


45 


2 


92.00 


.14489 


84.75 


19.0061 


0.25 


39.00 


31.1837 


5:00 


3 


91.00 


.15117 


82.00 


19.1061 


' 0.50 


38.00 


30.5209 


15 


4 


92.00 


.15133 


83.00 


18.5061 


0.75 


41.00 


30.3476 


30 


5 


92.00 


.12474 


87.50 


18.0061 


0.25 


40.75 


29.8160 


45 


6 


92.00 


.13265 


88.50 


18.4061 


0.25 


40.00 


30.1632 


6:00 


7 


92.00 


.13905 


83.75 


17.7061 


0.50 


40.00 


29.2433 


15 


8 


91.50 


.12219 


88.50 


17.7561 


0.50 


39.00 


29.7759 


30 


9 


92.25 


.12334 


87.50 


18.2561 


75 


42.00 


29.5616 


45 


10 


92.75 


.12041 


89.40 


17.7061 


0.25 


41.00 


28.9796 


7:00 


11 


92.00 


.12436 


87.75 


18.1561 


0.25 


41.00 


29.1947 


15 


12 


91.00 


.13761 


85.25 


18.0061 


0.25 


41.00 


28.9500 


30 


13 


91.75 


.11440 


89.00 


17.7561 


0.25 


42.00 


28.6006 


45 


14 


91.80 


.12423 


89.25 


18.0061 


0.75 


41.00 


28.9613 


8:00 


15 


92.00 


.11812 


87.00 


17.5061 


0.25 


42.00 


27.6171 


15 


16 


91.75 


.12041 


89.20 


17 7561 


0.15 


40.00 


29.0612 


30 


17 


92.50 


.12857 


90.00 


17.7561 


0.75 


41.00 


28.2449 


45 


18 


91.75 


.11463 


88.50 


17.2561 


0.25 


42.00 


27.4718 


9:00 


19 


92.00 


.12334 


88.00 


17.0061 


0.25 


38.50 


27.1560 


15 


20 


91.50 


.13251 


85.00 


17.2561 


0.50 


41.00 


27.4414 


30 


21 


89.75 


.12857 


84.25 


17.2561 


(».50 


40.00 


27.4692 


45 


22 


90.25 


.13442 


83.50 


17.8561 


0.50 


40.00 


28.1059 


10:00 


23 


89.75 


.12844 


85.00 


17.7561 


0.20 


45.00 


27.8491 


15 


24 


89.00 


.11837 


86.. 50 


16.7561 


0.50 


42.75 


27.0204 


30 


25 


91.00 


.11711 


89.00 


17.3561 


0.50 


42.00 


27.8207 


45 


26 


91.00 


.11824 


90.00 


17.0061 


0.25 


44.25 


27.4006 


11:00 


27 


.89.50 


.11405 


87.75 


16.5061 


0.50 


42 00 


26.6802 


15 


28 


89.50 


.12219 


87.50 


17.7561 


0.25 


45.00 


27.0468 


30 


29 


91.50 


.12295 


88.75 


17.5061 


0.25 


40.00 


28.9754 


45 


30 


88.00 


.12678 


84.00 


16.7561 


0.20 


39.00 


27.0347 


12:00 


31 


89.50 


.11328 


87.25 


16.8561 


0.20 


40.75 


27.3532 


15 


32 


89.00 


.13096 


82.00 


17.2561 


0.40 


40.00 


26.9644 


30 


33 


91.75 


.11428 


89.50 


15.7561 


0.25 


39.50 


26.5714 


45 


34 


92.00 


.11800 


90.00 


17.5061 


0.25 


42.00 


27.8208 


1:00 


35 


91.75 


.11597 


89.00 


17.2561 


0.50 


40.50 


27.5076 


15 


36 


91.75 


.11405 


89.00 


16.5061 


0.75 


.39.00 


26.2729 


30 


37 


91.75 


• .11800 


89.50 


17.4061 


50 


40.00 


27.5076 


45 


38 


90.25 


.11224 


89.50 


16.5061 


0.25 


30.75 


27.0204 


2:00 


39 


89.50 


.11573 


88 00 


16.5061 


0.25 


39.75 


25.9492 


15 


40 


87.00 


.12500 


86.75 


17.0061 


0.20 


41.00 


28.1300 


<.30 


41 


90.00 


.11812 


89.00 


16.7561 


20 


40.50 


27.6985 






90.97 


.12511 


87.15 


17.5204 


0.38 


40.831 


28.2304 



51 

HARRIS-CORLISS ENGINE NON-CONDENSING. 

DIAGRAMS— BACK END. 



o 

a 

7 

6 
B 
H 


o 


S o 

lis. 

I— I 


o 


1 
Pressure at (.'ut- 

1 


^ Terminal Press- 
1 ure Absolute. 




Maximum Com- 
pression Press- 
ure. 


li 

1^ 


1 


2 


3 


4 


5 


7 


8 


9 


A.M. 




Pds. 




Pds. 


Pds, 


Pds. 


Pds. 


Pds. « 


4:30 


1 


87.25 


.14227 


84.00 


16.0061 


0.50 


50.75 


29.0244 


45 


2 


89.75 


.13034 


85.75 


15 0061 


0.20 


52.00 


27.6171 


5:00 


3 


89.25 


.13008 


83.75 


14.7561 


0.20 


52.50 


26.3414 


15 


4 


89.25 


.14183 


81.50 


14.8561 


0.20 


51.00 


27.5102 


30 


5 


89.00 


.13905 


85.25 


15.8561 


0.10 


51.00 


29.2024 


45 


6 


89.25 


' .13891 


85.00 


15.7561 


0.25 


51.00 


28.9683 


6:00 


7 


89.00 


.13849 


86.75 


16.2561 


1.00 


52.00 


28.3503 


15 


8 


89.25 


.13211 


86.00 


16.3061 


0.75 


52.00 


28.8211 


30 


9 


89.00 


.13496 


87.00 


16.0061 


0.20 


50.00 


29.1206 


45 


10 


90.00 


.14373 


88.00 


17.0061 


0.25 


50.00 


31.1519 


7:00 


11 


90.00 


.15204 


86.25 


17.7561 


0.50 


51.00 


32.3265 


15 


12 


86.75 


.15142 


85.00 


17.5061 


0.25 


51.00 


31.9919 


30 


13 


88.00 


.16024 


84.25 


17.5061 


0.50 


52.00 


30.6288 


45 


14 


90.00 


.14053 


86.00 


16.2561 


0.30 


51.00 


29.5723 


8:00 


15 


89.00 


.14837 


84.50 


16.4061 


0.20 


50.00 


30.0813 


15 


16 


89.50 


.15259 


. 84.75 


17.2561 


0.20 


51.00 


31 .4140 


30 


17 


91.00 


.14807 


88.25 


16.7561 


0.25 


52.00 


30.5882 


45 


18 


89.00 


.16869 


84.00 


17.0061 


0.50 


53.00 


31.3939 


9:00 


19 


89.00 


.15071 


85.50 


17.2561 


50 


51.50 


31.3645 


15 


20 


88.00 


.15431 


84.50 


18.2561 


2.00 


51.50 


29.4162 


30 


21 


87.00 


.15869 


80.00 


16.0061 


0.20 


50.00 


29.7050 


45 


22 


88.75 


.14126 


86.00 


17.5061 


1.00 


50.50 


31.0162 


10:00 


23 


86.25 


.16260 


81.25 


17.2561 


0.50 


52.50 


30.4471 


15 


24 


87.00 


.15634 


83.00 


17.2561 


0.75 


51.00 


30.2944 


30 


25 


89.00 


.15923 


83.50 


17.0061 


0.50 


52.00 


30.4259 


45 


26 


89.25 


.15213 


84.00 


16.2561 


0.10 


52.00 


29.4930 


11:00 


27 


87.00 


.16666 


81.50 


16.7561 


0.75 


52.00 


29.6748 


15 


28 


88.00 


.14576 


83.25 


16.0061 


0.10 


51.00 


28.5423 


30 


29 


90.00 


.15275 


85.25 


17.0061 


0.25 


52.00 


30.3055 


45 


30 


86.00 


.15463 


82,00 


16.7561 


0.75 


51.00 


29.5422 


12:00 


31 


87.00 


.15650 


83.00 


16.5061 


0.50 


52.00 


30.1219 


15 


32 


86.00 


.15025 


82.00 


16.2561 


0.25 


52.00 


28.9137 


30 


33 


90.00 


.14949 


86.75 


16.7561 


0.75 


52 00 


30.3838 


45 


34 


90.50 


.13412 


87.50 


16.5061 


0.75 


51.00 


28.5539 


1:00 


35 


89.00 


.14271 


84.50 


15.7561 


0.10 


50.75 


29.2712 


15 


36 


90.00 


.13562 


86.00 


16.0061 


0.25 


52.00 


28.4210 


30 


37 


89.50 


.14604 


86.00 


16.. 5061 


0.25 


53.00 


29.6552 


45 


38 


88.00 


.14416 


86.00 


16.5001 


0.25 


51.00 


29.6446 


2:00 


39 


88.00 


.14184 


85.00 


16.5061 


0.50 


51.00 


28.9767 


15 


40 


85.50 


.14747 


85.00 


17.2561 


1.00 


50.00 


28.3636 


30 


41 


87.00 


.14198 


82.75 


16.0061 
16.5535 


0.10 


50.00 


27.6673 






8S.071 


.14743 


84.67 


0.45 


51.365 


29.6489 



52 



HARRIS-CORLISS ENGINE NON-CONDENSING. 

WATER TO BOILERS. 



S3 
© 

a 


t 




i 





1 

< 
u 

5 

Pds. 
2672.0 

"973.5 

1002.5 

484.0 ■ 
' 813.0 

748.5' 

10l'3'.6' 

■ "699.0' 

■"7'8'3'.0' 

"804'.6' 

940'.0' 
"■79'o'.o' 
* 1018.0 

263.0' 
' 1046".5' 

9'5i".0 

los'o'.o 

"704.0' 

' '911.6' 

' 1081.0' 

" '700.0' 


1 


'0 
> 

eg 


1 


2 


3 


4 


6 


7 


A.M. 

4:30 .... 
45 


1 


Pds. 
2672.0 
1712.5- 
2686.0 
1715.5- 
2718.0 
2109.0— 
2593.0 
1820.0— 
2633.0 
1812.0— 
2560.5 
1610.0— 
2623.0 
1919.0— 
2618.0 
1876.0— 
2659.0 
1794.0— 
2598.0 
1716.0— 
2656.0 
1818.0— 
2608.0 
1623.0— 
2641.0 
2310.0— 
2573.0 
1630.0— 
2676.5 
1686.0— 
2637.0 
1554.0— 
2610.0 
1868.0— 
2572.0 
1677.0— 
2588.0 
1598.0- 
2679.0 
1949.0- 
2649.0 
1973.0- 


Pds. 

" 95*9'. 5' 

'976.5' 

"60'9'.0' 

77'3".6" 

821.0 

■■■9'5"o'.5' 

704.0' 

"74'2'.0' 

"865'.0" 

'•'882". 6' 

s's's'.o' 

98'5'.0' 
' 331.0 
■*94'3'.0' 
"990'. 5' 
' 1083.0' 
' 742.0 
"89'5'.0' 

990.0 
"7'3'o'.o' 

676.0 


Pds. 
"959'. 5' 
1930.0 
"2'5'39.0 
3312.0 
4133.0 
' '5083.5 
' '578'7.5' 
'6'5'2'9'.5' 
7394.5 
' '8'2'76.5 
'9114.5' 
10099.5 
10430.5 
11373.5 
l'2'364.0 
l'3447.0 
14189'.0' 
15084.0 
16074.0' 
16804.0 ' 
l'74'8'o'.o' 


Indies. 

0.000 

+0.250 




2 


'"0.066" 


5 :00 




3 


+0.250' 


15 




4 




30 


— O.oOO 


"45 . /. 


5 


— 0.566 




6 




6 :00 


+0.375 




7 




15 


+0.125 




8 




30 


—0.250 




9 




45 


0.000 




10 

'ii" 
12" 





7 :00 


+0.375 


15 

36 


+0.250 
+ 0.375 


"'io' ...... . 


13 

"i4 " 


"0.666" 


8:00 


+0.250 


i5 


15 


— "o'.375 




16 


+0^250' 


30 


45 . . 


17 


-0J25" 




18 




9 :00 


+0.500 




19 

"20' 

21' 




15 

"■36*.'.''."; 


+0.500 
+0.500' 


45 


+0.125 



53 



HARRIS-CORLISS ENGINE NON-CONDENSING. 

WATER TO BOILEKS. 



a 


o 


1 


2 


A.M. 






22 


10:00 






23 


15 






24 


30 






25 


45 






26 


11:00 






27 


15 






28 


30 






29 


45 . . . . 






30 


12 :00 






31 


15 






32 


30 . . . . 






33 


45 






34 


1 :00 






35 


15 






36 


30 






37 


45 






38 


2 :00 






39 


15 






40 


30 





3 

Pds. 
2655.0 
1790.0- 
2587.5 
1817.0- 
2705.5 
1974.5- 
2673.0 
1750.0- 
2701.0 
1922.0- 
2685.0 
2055.0- 
2641.5 
1776.0- 
2646.0 
1837.5- 
2519.5 
1815.0- 
2567.0 
1472.0- 
2637.0 
1719.0- 
2635.0 
1731.0- 
2569.0 
1861.0- 
2588.0 
1878.0- 
2596.0 
1855.0- 
2557.0 
2121.0- 
2658.0 
1528.5- 
2624.0 
1872.5- 
2559.0 
1801.0- 



4 

Pds. 



865.0 

■ 770. a' 

■ 731.0 
923.0" 

' 779.0 
' 630.0 ' 

865.5 
' 808.5' 
'704.5' 
1095.0 

918.3' 
'904.0 
' 708.0' 
'710'.6' 
'74i'.0' 

436.0 ' 
1129.5 
'751.5' 
'758'.0' 



Pds. 
682.0 

797.5 

888.5 

698'.5 



951.0 



763.0 



586.5 
870".0 



682.0 
75'2'.0 



1165.0 



916.0 
838.0 
72'7'.0 
718'.6' 
702.0 
537.0 
1095.5 
686.5 ' 




H 


6 


Pds. 


18345.0 


191l'5'.5 


1984'6'.5' 


'2'o'7'69'.5 


2'l548.5* 


22l'7"8'.5' 


'23044.0' 


'2'3'852.5 



24557.0 
25652.0 
26570.0 
27474.0 ' 



28182.0 
2'889'2'.0' 
29633.0 
30069.0 
3119'8'.5 
31950.0 
32708.0 ' 



7 
Inches. 

0.666' 

+0^500' 
'-f6'.250' 
'H-o!375 
'-^0.250 

"6". 000' 

0.000 
0.000 

—0.256' 

+0.375 ' 
'+0.375 
'+6.500 
'+6^500 

"o'.ooo 

'+0^250 ' 
—0.375 
'+0'.i25 
+0.250 
0.000 



54 

HARRIS-CORLLSS ENGINE NON-CONDENSING. 

CALORIMETER. 



1 


o 


Temperatures. 


Condensing Water. 


fl 


a 


o 

•5" 
►—1 


o 
O 


m 

5 




1 
II 


•J 

|i 


1 


3 


3 


4 


6 


1 


8 


A.M. 














4:30 


1 


77.0 


117.0 


98.0 


930.30 






45 


2 


76.5 


113.0 


97.0 


936.60 


6.30 


14.50 


5 :00 


3 


76.5 


117.0 


96.0 








15 


4 


77.0 


116.0 


100.0 


949.60 


13.00 


27.25 


30 


5 


77.0 


119.0 


101.0 








45 


6 


77.0 


119.0 


101.0 


96'2.45 


12.85 


27.50 


6 :00 


7 


77.0 


115.0 


101.0 








15 


■ 8 


77.0 


116.5 


101.0 


975.30 


12.85 


27.50 


30 


9 


77.0 


118.0 


101.0 








45 


10 


77.0 


119.0 


101.0 


988.16 


12.86 


28.00 


7 :00 


11 


77.0 


113.5 


101.0 








15 


12 


77.0 


119.0 


101.5 


1000.87 


12.71 


27.50 


30 


13 


77.0 


119.0 


101.0 








45 


14 


77.0 


119.5 


101.0 


1013.60 


12.73 


27.50 


8 :00 


15 


77.0 


119.0 


103.0 








15 


16 


77.0 


121.0 


103.0 


1026.16 


12.56 


27.25 


30 


17 


77.0 


121.0 


101.5 








45 


18 


77.0 


117.0 


102.0 


1038.87 


12.71 


27.50 


9 :00 


19 


78.0 


118.0 


102.0 








15 


20 


78.0 


119.0 


102.0 


1051.46 


12.59 


26.75 


30 


21 


78.0 


119.0 


100.5 








45 


22 


78.0 


119.5 


102.0 


1064.31 


12.85 


27.25 


10:00 


23 


78.0 


119.0 


102.0 








15 


24 


78.0 


119.0 


100.0 


1076.86 


12.55 


27.25 


30 


25 


7^!.0 


119.0 


102.0 









45 


26 


79.0 


122.0 


101.0 


1089.46 


12.60 


27.25 


11 :00 


27 


79.0 


123.0 


100.0 








15 


28 


79.0 


120.0 


100.0 


1101.45 


11.99 


27.25 


30 


29 


79.0 


125.0 


101.0 








45 . . . 


30 


79.0 


119.0 


102.0 


1113.73 


12.28 


27.25 


12:00 


31 


79.0 


122.0 


102.0 








15 ... 


32 


79.0 


119.0 


102.0 


1126.45 


12.72 


26.75 


30 


33 


78.5 


120.0 


101.0 








45 


34 


79.0 


121.0 


103.0 


1139.45 


13.00 


27.75 


1 :00 . . . . . . 


35 


78.5 


120 


103.0 








15 


36 


78.5 


120.0 


102.0 


1152.72 


13.27 


27.50 


30 .. .. 


37 


79.0 


125.0 


101.0 








45 ..... . 


38 


78.5 


121.0 


102.0 


1165.15 


12.43 


27.50 


2 :00 


39 


79.0 


123.0 


100.0 








15 


40 


79.0 


119.0 


102.0 


1177.60 


12.45 


27.50 


30 


41 


79.0 


120.0 
119.27 


102.0 


1184.00 


6.40 


13.25 






77.87 


98.67 




25.370 


54.775 



55 



WHEELOCK ENGINE NON-CONDENSING. 

GENERAL OBSERVATIONS. 







I'ressures. 


o 




Engine Counter. 


a 

3 


- 


i 


CO 

a 
S 


CO 


<a _; 

o "3 


2.2 


1 






^ 




s 


+= 

s 


2^ 


= ^> 


'^S 


1 

s 




o 


s 

2 


o 


g 

S 


s 

o 




111 


11 


H 


o 


pq 


c/: 


oi 


6 


w 


8 


« 


« 


1 


3 


3 


4 


5 


7 


8 


9 


10 


P.M. 




I'ds. 


Pds. 


Pds. 












11:15 


1 


90.00 


84.50 


Ill 


78.0 


29.48 


350084 






30 


2 


95.00 


89.50 


111 


78.0 


29.48 


351108 


■'1024" 


■ 73.i4 


45 


3 


95.00 


90.00 


106 


78.0 


29.48 


352243 


1135 


75.66 


12:00 


4 


98.00 


92.50 


110 


79.0 


29.48 


353385 


1142 


76.13 


15 


5 


96.00 


90.25 


110 


79.5 


29.48 


354527 


1142 


76.13 


30 


6 


96.00 


91.00 


111 


79.5 


29.48 


355669 


1142 


76.13 


45 


7 


96.00 


91.00 


111 


79.0 


29.48 


356807 


1138 


75.86 


1:00 


■ 8 


99.00 


94.00 


118 


78.0 


29.48 


357943 


1136 


75.73 


15 


9 


98.00 


92.50 


118 


78.5 


29.48 


359080 


1137 


75.80 


30 


10 


98.00 


92.50 


118 


78.0 


29.48 


360222 


1142 


76.13 


45 


11 


97.00 


91.25 


115 


77.5 


29.48 


361358 


1136 


75.73 


2:00 


12 


97.00 


91.50 


115 


79.0 


29.48 


362490 


1132 


75.40 


15 


13 


98.00 


93.00 


118 


78.0 


29.48 


363625 


1135 


75.66 


30 


14 


99.00 


92.50 


118 


79.0 


29.48 


364766 


1141 


76.06 


45 


15 


96.00 


90.00 


115 


78.0 


29.48 


365901 


1135 


75.60 


3:00 


16 


101.00 


95.00 


116 


78.5 


29.48 


367036 


1135 


75.66 


15 


17 


99.00 


93.00 


116 


78.5 


29.48 


368169 


1133 


75.53 


30 


18 


94.00 


88.50 


118 


77.0 


29.48 


369301 


1132 


75.46 


45 


19 


98.00 


92.00 


120 


77.0 


29.48 


370442 


1141 


76.06 


4:00 


20 


98.00 


92.50 


120 


77.0 


29.48 


371586 


1144 


76.26 


15 


21 


81.00 


77.00 


119 


78.0 


29.48 


372721 


1135 


75.66 


30 


22 


101.00 


95.50 


120 


78.0 


29.48 


373860 


1139 


75.93 


45 


23 


100.00 


94.50 


120 


78.5 


29.48 


375007 


1147 


76.46 


5:00 


24 


101.00 


94.50 


120 


78.5 


29.48 


376153 


1146 


76.40 


15 


25 


99 00 


93.00 


120 


78.0 


29.48 


377301 


1148 


76.53 


30 


26 


98.00 


92.50 


120 


77.5 


29.48 


378450 


1149 


76.60 


45 


27 


97.00 


92.00 


120 


77.5 


29.48 


379602 


1152 


76.80 


6:00 


28 


98.00 


92.50 


120 


78.5 


29.48 


380754 


1152 


76.80 


15 


29 


96.00 


91.00 


120 


77.0 


29.48 


381910 


1156 


77.06 


30 


30 


98.00 


93.00 


120 


77.5 


29.48 


383060 


1150 


76.66 


45 


31 


97.00 


92.00 


120 


77.5 


29.48 


384203 


1143 


76.20 


7:00 


32 


.95.00 


90.50 


120 


79.5 


29.48 


385341 


1138 


75.86 


15 


33 


94.00 


89.50 


120 


79.5 


29.48 


386485 


1144 


76.26 


30 


34 


97.00 


92.00 


120 


80.0 


29.50 


387628 


1143 


76.20 


45 


35 


99.00 


94.00 


120 


81.0 


29.50 


388773 


1145 


76.33 


8:00 


36 


100.00 


94.50 


118 


80.5 


29.. oO 


389912 


1139 


75.93 


15 


37 


97.00 


91.00 


115 


80.0 


29.50 


391051 


1139 


75.93 


30 


38 


86.00 


81.00 


115 


81.0 


29.50 


392148 


Counter St'd 




45 


39 


100.00 


94.00 


115 


81.5 


29.50 


393285 


1137 


75.80 


9:00 


40 


100.00 


95.50 


117 


83.0 


29.50 


.394431 


1146 


76.40 


15 


41 


100.00 


95.00 


117 


83.0 

78.82 


29.50 


395683 


1252 


78.19 






96.925 


91.544 


116.85 


29.484 




1141.08 


76.072 



56 

WHKELOCK ENGINE NON-CONDENSING. 

DIAGRAMS — FRONT END. 



f 










S-i 




as 

'9 2 


© 
> 






jj ci to 




-S 






ac 




a 




o 
p 


2 

So 


II 

'3< 




as . 
Ill 


4 


H 


O 


M 




PL| 


H 


o 


s 


^ 


1 


2 


3 


4 


.5 


6 


7 


8 


9 


P.M. 




Pds. 




Pds. 


Pds. 


Pds. 


Pds. 


Pds. 


11:15 


1 


89.00 


.18126 


76.75 


18.4737 


1.25 


46.00 


30.2240 


30 


2 


89.00 


.16089 


80.75 


18.4737 


1.00 


45.00 


29.6945 


45 


3 


90.75 


.15854 


79.75 


18.4737 


1.25 


45.00 


28.6992 


12:00 


4 


92.00 


.15972 


81.50 


17.9737 


1.15 


47.00 


29.7863 


15 


5 


91.50 


.16921 


79.00 


17.6237 


1.15 


48.00 


29.6024 


30 


G 


92.00 


.16531 


78.75 


17.7237 


1 00 


45.00 


29.1428 


45 


7 


92.00 


.15619 


82.00 


17.4737 


1.15 


50.00 


29.5740 


1:00 


8 


92.50 


.16024 


82.75 


17.9737 


1.25 


48.50 


29.4.523 


15 


9 


92.25 


.16599 


82.75 


18.4737 


1.25 


51.00 


30.4684 


30 


10 


91.50 


.15902 


83.50 


18.2237 


1.25 


46.00 


29.6839 


45 


11 


92.00 


.15886 


82.25 


18.4737 


1.00 


45.00 


30.0611 


2:00 


12 


92.25 


.16463 


83.75 


19.4737 


1.00 


45.00 


31.6260 


15 


13 


92.50 


.16276 


83.50 


18.2237 


1.10 


46.00 


30.23.39 


30 


14 


92.25 


.16191 


83.00 


18.2237 


1.00 


45.00 


30.4277 


45 


15 


88.25 


.16090 


80.00 


17.7237 


0.75 


46.00 


28.7169 


3:00 


16 


92.75 


.14664 


86.00 


18.2237 


1.00 


45.00 


29.7026 


15 


17 


92.00 


.16236 


84.00 


18.4737 


1.00 


45.00 


31.1020 


30 


IS 


88.00 


.16870 


77.25 


17.7737 


1.20 


47.00 


29.1056 


45 


19 


92.00 


.16277 


81.00 


18.2737 


1.50 


47.00 


29.2573 


4:00 


20 


92.00 


.15682 


81.50 


17.7237 


1.25 


45.00 


29.0835 


15 


21 


73.00 


.19572 


66.50 


18.2737 


1.20 


46.00 


27.1152 


30 


22 


93.00 


.14067 


87.50 


17.9737 


1.20 


47.00 


29.5209 


45 


23 


92.75 


.15089 


85.00 


18.2237 


1 15 


45.00 


30.2140 


5:00 


24 


93.00 


.15494 


84.00 


17.9737 


1.00 


45 00 


30.1325 


15 


25 


92.00 


.16191 


82.00 


17.9737 


1.50 


46.00 


30.3055 


30 


26 


92.00 


.15682 


81.50 


17.7237 


1.50 


43.00 


29.65.37 


45 


27 


92.25 


.15306 


81.00 


17.6237 


1.20 


44.00 


29.0204 


6:00 


28 


92.50 


.15902 


82.25 


17.9737 


1.25 


45.00 


30.3364 


15 


29 


92.00 


.15919 


79.50 


17.7237 


1.00 


45.00 


29.2245 


30 


30 


92.50 


.15800 


82.00 


17.6237 


1.30 


45.00 


29.4801 


45 


31 


92.00 


.15290 


81.50 


17 4737 


1.25 


44.00 


28.8685 


7:00 


32 


91.00 


.16582 


80.00 


18.2237 


1.25 


46.00 


29.7049 


15 


33 


89 50 


.17192 


77.75 


17.9737 


1.20 


45.00 


29.6643 


30 


34 


92.00 


.15290 


82.25 


17.7237 


1.20 


46.00 


29.5617 


45 


35 


93.00 


.16463 


82.75 


18.9737 


1.30 


46.00 


31.1788 


8:00 


36 


92.75 


.15071 


85.00 


17.9737 


1.25 


45.00 


29.65.37 


15 


37 


92.00 


.16175 


81.00 


18 4737 


1.15 


45.00 


30.7629 


30 


38 


80.00 


.20570 


69.00 


18.9737 


1.25 


45.00 


29.8981 


45 


39 


92.25 


.16293 


83 00 


18.4737 


1.25 


46.00 


30.9979 


9 :00 


40 


93.00 


.16310 


. 83.75 


18.4737 


1.25 


45.00 


31.6412 


15 


41 


92.50 


.16666 


84.00 


19.2237 
18 1416 


1.25 


46.00 


32.2357 




9] .019 


.16195 


81.265 


1.207 


45.912 


29.8397 



57 
WHEELOCK ENGINE NON-CONDENSING. 

DIAGRAMS— BACK END. 



i 

7 




ii 


5tt 


s 


11 


-2s 


1 m 

i| 

11 

a^ • 








.2 oja 


o 




i- 
« 3 






§1 


H 


O 


l-H 


O 


P4 


H 

6 
Pds. 


o 


^ 


S 


1 


2 


3 


4 


5 


7 


8 


9 


P.M. 


Pds. 




Pds. 


Pds. 


Pds. 


Pds. 


11:15 


1 


83.00 


.18922 


68.75 


17.2237 


0.20 


42.00 


29.3794 


30 


2 


84.50 


,18496 


71.00 


17.4737 


1.20 


40.00 


29.5122 


45 


3 


85.25 


.17933 


71.75 


17.4737 


1.25 


42.50 


28.2472 


12 :00 


4 


85.00 


.14344 


81.75 


18.2237 


2.20 


39.00 


27.8332 


15 


5 


80.75 


.15275 


79.30 


16.2237 


0.20 


41.00 


28.4735 


30 


6 


83.75 


.16073 


80.25 


16.3737 


0.20 


42.00 


29.1760 


45 


7 


82.25 


.14751 


80.50 


16.2237 


0.75 


44.00 


28.1587 


1:00 


8 


86.75 


.18902 


69.00 


17.3737 


1.20 


41.50 


28.7805 


15 


9 


83.75 


.16260 


81.75 


17.4237 


0.75 


43.00 


29.7154 


30 


10 


86.00 


.18329 


69.00 


16.4737 


20 


41.50 


28.8391 


45 


11 


83.75 


.17886 


71.00 


16.4737 


0.25 


42.00 


29.2276 


2:00 


12 


86.75 


.16768 


73.00 


17.4737 


1.25 


41.00 


27.3577 


15 


13 


88.75 


.16244 


74.50 


16.2237 


0.25 


42.00 


28.7513 


30 


14 


88.00 


.16752 


74.00 


16.2237 


0.25 


41.00 


28.6414 


45 


15 


83.50 


.18034 


70.00 


16.4737 


0.25 


40.00 


28.6119 


3:00 


16 


88.90 


.15447 


77.50 


16.2237 


0.25 


43.00 


28.4553 


15 


17 


87.50 


.16066 


74.00 


15.9737 


0.50 


40.00 


27.3120 


30 


18 


83.50 


.19009 


67.00 


16.4737 


0.75 


41.00 


28.8776 


45 


19 


87.50 


.18845 • 


70.25 


17.2237 


1.50 


42.00 


29.1388 


4:00 


20 


89.00 


.17259 


72.75 


16.4737 


0.75 


42.00 


28.9949 


15 


21 


71.00 


.24341 


58.00 


17.9737 


0.25 


41.50 


29.1683 


30 


22 


89.25 


.16819 


74.85 


16.2237 


0.90 


43.00 


28.6525 


45 


23 


89 50 


.17576 


73.00 


17.2237 


1.00 


41.00 


29.4141 


5:00 


24 


89.00 


.16836 


75.00 


16.2237 


0.30 


42.00 


28.7627 


15 


25 


88.75 


.15821 


77.25 


16.4737 


0.75 


41.50 


28.8844 


30 


26 


88.00 


.18801 


72.00 


17.4737 


1.30 


41.50 


30.2845 


45 


27 


87.75 


.18293 


71.75 


17.4737 


1.20 


43.00 


29.4309 


(3:00 


28 


89.00 


.18200 


72.50 


16.7237 


1.20 


42 50 


29.6057 


15 


29- 


84.50 


.18219 


71.85 


16.9737 


1.00 


43.00 


28.9069 


30 


30 


88.50 


.18034 


71.75 


16.7237 


0.75 


44.00 


29.0983 


45 


31 


85.00 


.17959 


70.75 


16.2237 


0.25 


44.00 


28.4081 


7.00 


32 


85.75 


.19250 


69.75 


16.7237 


0.50 


47.00 


29.5035 


15 


33 


85.00 


.19009 


69.00 


16.6737 


0.25 


49.00 


29.3225 


30 


34 


88.00 


.17325 


71.50 


16.3737 


0.75 


44.00 


28 8551 


45 


35 


89.00 


.18548 


70.50 


16.7237 


0.50 


44.00 


30.1613 


8.00 


36 


89.75 


.16819 


74.50 


16.4737 


0.90 


45.00 


29.2198 


15 


37 


86 50 


. 38826' 


69.50 


16.4737 


0.25 


42.00 


29.5546 


30 


38 


75.75 


.22851 


60.00 


17.4737 


0.25 


42.50 


29.7270 


45 


39 


88.25 


.18219 


70.75 


16.4737 


0.75 


45 00 


29.5951 


9:00 


40 


89.50 


.17308 


74.50 


16.4737 


0.75 


45.00 


29.6358 


15 


41 


89:75 


.16582 


76.00 


16.9737 


1.00 


42.00 


28.9585 






85.98 


.17737 


72.484 


16.7793 


0.708 


42.525 


28.8866 



58 
WHEELOCK ENGINE NON-CONDENSING. 

WATER TO BOILERS. 



P.M. 




11:15 


1 


30 






2 


45 






3 


12 :00 






4 


15 





30 



45 
1:06' 



15 

30* 

45' 



2:00 

"is" 



30 
45" 



3:00 

'is' 



30 
45" 



4:00 

"is' 

"36" 



10 

ii 

12 

i3 

14 



15 

16' 



17 

18' 



19 
20' 
2i 



Pds. 

2660.0 

1371.0— 

2663.0 

1310.0— 

2632.0 

2184.0— 

2651.0 

1655.0— 

2561.0 

1454.0— 

2615.0 

1922.0— 

2637.0 

1859.0— 

2646.0 

1859.0— 

2559.0 

1166.0— 

2558.0 

1885.0— 

2616.0 

1892.0- 

2524.0 

1451.0- 

2656.0 
1879.0- 

2549.0 

1675.0- 

2550.0 

1868.0- 

2557.0 

1365.0- 

2636.0 

1828.0- 

2598.0 

1802.5- 

2560.0 

1621.0- 

2615.0 

1684.0- 

2650.0 

1757.0- 



Pds. 



1289.0 

1353.0' 

'448.0' 

996.0 ' 

1167.0' 

" 693'. 0" 

' 7'78'.6' 

'78'7'.0' 

1393.0' 

'6'73'.0 

724.0 

l6'73.0' 

'777'.0' 

'"8'74'.0' 

' '68'2'.0' 

1192.0 

' 808.0 ' 

""795.5' 

939.0 

931.0 

'"8'9"3".0' 



Pds. 
2660.0 



1292.0 
1322.0 
■4'6'7'.0 
"9'06".0 

lioi'.o 

715.0 

' 78'7.0' 
700.0 



1392.0 
'731.0' 

632.0 
1205.0 

67'o'.6" 
"8'75'.o' 
"689.0 
1271.0 



770.0 
'7'5"7'.5' 
994.6' 
966.6' 



H 
6 
~~Pds. 
1289.0 
2642.0 
309'0".0' 
'4086'.0" 
'5193'.6" 
" '5'886'.0' 
66'64.6' 
7451.0 
' 88M.0" 
9517.6' 
io'241'.O 
ll'3'l4".0 
12091.0 
12965.0 
1364"7'.0 
14839.0 
15647.0' 
16442,5 
17381.5 
18312.5" 
19205.5 



Inches. 
0.000 
0.000 

"+i'.o66 ' 

'-f 0'.250 
0.066 
'+0^375 ' 
'H-0.500 
—0.256 " 

o'.ooo 

—0.125 

"+0'.75O" 
'+0^750' 
+0.250' 
+0.125' 

"o'.ooo 

+0.250 
+0.500 
+0.506' 
"-0'.125 

+0.625' 

+oio6' 

+0.625' 



59 



WHEELOCK ENGINE NON-CONDENSING. 

WATER TO BOILERS. 



i 

<v 

a 


■ u 






i 


0) 

< 


3 


H 


Water Level. 


1 


2 


3 


4 


5 


6 


7 


A.M. 


22 


Pds. 
2550.0 
2121.0— 
2592.0 
1519.0— 
2599.0 
1659.0— 
2621.0 
1505.0— 
2573.0 
1739.0— 
2583.0 
1902.0— 
2560.0 
2098.0— 
2593.0 
1404.0- 
2597.0 
1939.0— 
2587.5 
1685.0— 
2517.5 
1521.0— 
2527.0 
1682.0- 
2506.0 
1799.0— 
2595.0 
' 1577.0— 
2556.0 
1696.0— 
2507.0 
1611.0- 
2586.0 
1604.0- - 
2614.0 
1852.0- 
2602.5 
1410.0- 


Pds. 

429.0' 
1073.0' 
'940.0' 
1116.0' 

834.0 

681.0' 

' 462.0' 

ll'8'9'.0 

"658.0' 

'902". 5' 

996.5 

"845.0' 

70'7".0' 

'1018.0' 

" 860.0 ' 

896.0 ' 

"9'82".0' 

"762.0' 

1192".5" 


Pds. 

793.0 

"471.0" 
' 1080'.0' 
"962.0' 
"l'o'68'.o' 
" 844.0' 
658^0 ' 
495.0 
ll'93'.o' 
648.5 
' 832.5 
1006.0 ' 
"824.0' 
" 796.0' 
"979.0' 
811.0 
975.0' 
1010.0' 
"750.5' 


Pds. 
19634.5' 
2'070'7.5' 
21647.5 
22763.5' 
23597.5" 
'242'78'.5' 
24740.5' 
25929.5 
26587.5 
27490.6" 
28486.5' 
29331.5 
3'00'38'.5' 
31056.5' 
31916.5' 
32812.5 
33794.5 
34556.5 
3'5'749'.0' 


Inches. 
' 0.600 


5:00 ^. '.''".'. 


23 


"0.000' 




24 
'25" 




15 . . 
"so"... ^'". ! 


+0.250 
'+0.500 




26 




45 


+0.750 




27 




6 :00 


+0.500 




28 

'29" 
30' 




15 

" 30 '.'.'.'.'.'.'. 


—0.500 
+0.125' 


45 


—0.250 


7:00"' '"" 


31 
32' 


—0.250 


15 


+0.250 




33 




30 


+0..375 




34 
■35' 
■36" 




45 


—0.250 


8 :00 

is . .. . . 


—0.500 
—0.250 


"so ..'.'.'.'.'.'. 
45 '.'.'....' '. 


37 

38 " 


—0.500 
+0.125 




39 




:00 ...... 


—0.250 


"15". "';.'.' 


40 


+0.375' 



Correction, deduct 214.267 pds. 



Water to boilers, 35534.732 pds. 



60 



WHEELOCK ENGINE NON-CONDENSING. 

CALORIMETER. 



a 




Temperatures. 


Condensing Water. 




(D 

g 






a 

o 


o 




a 
o 


7 

6 

a 


1 

o 


.2 
1 
1— ( 


o 
mi 

> 
O 


o 


-2 


at 


11 


1 


2 


3 


4 


5 


6 


7 


8 


P.M. 














11:15 


1 


77.0 


116.0 


108.0 


1629.15 







30 


2 


76.5 


118.0 


110.0 


1637.16 


8.01 


17.75 


45 . . 


3 


77.0 


113.0 


111.0 








12 :00 


4 


77.0 


120.0 


112.0 


1653.00 


15.84 


34.00 


15 


5 


76.5 


120.0 


111.0 








30 


6 


76.5 


118.0 


111.0 


1668.72 


15.72 


34.00 


45 ... 




76.5 


121.0 


111.0 








1 :00 ... 


8 


76.5 


120.0 


110.0 


1684.16 


15.44 


34.00 


15 


9 


76.5 


122.0 


110.5 








30 


10 


76.5 


121.0 


111.0 


1699.60 


15.44 


33.75 


45 


11 


76.5 


120.0 


111.5 








2 :00 


12 


76.5 


122.0 


111.0 


1715.00 


15.40 


35.00 


15 


13 


76.5 


121.0 


111.0 








30 


14 


76.5 


120.0 


111.5 


1730.00 


15.00 


34 25 


45 


15 


76.5 


120.0 


112.0 








3 :00 


16 


76.5 


122.0 


111.5 


1745.45 


15.45 


34.00 


15 


17 


76.5 


122.0 


111.5 









30 


18 


76.5 


120.0 


110.0 


1760.72 


15.27 


33.75 


45 


19 


76.5 


121.0 


112.0 








4 :00 


20 


76.5 


122.0 


111.5 


1775.88 


15.16 


34.25 


15 


21 


76.0 


114.0 


106.0 








30 


22 


76.0 


123.0 


111.0 


1791.15 


15.27 


33.50 


45 


23 


76.5 


123.0 


110.5 








5 :00 . . . . 


24 


76.5 


122.0 


110.0 


1806.00 


14.85 


33.75 


15 


25 


76.5 


123.0 


109.0 


.... 






30 


26 


76.0 


120.0 


107.5 


1821.15 


15.15 


33.75 


45 


27 


76.5 


123.0 


105.0 








6 :00 


28 


76.0 


124.0 


102.5 


1836.15 


15.00 


34.50 


15 


29 


76.0 


123.0 


103.0 








30 


30 


76.0 


124.0 


104.0 


1851.00 


14.85 


34.50 


45 


31 


76.5 


122.0 


104.0 








7 :00 


32 


76.5 


122.0 


105.0 


1865.85 


14.85 


34.. 50 


15 

30 


.S3 


76 5 


123 


106.0 








34 


76.5 


123.0 


106.0 


1880.17 


14.32 


33.50 


45 

8 :00 


35 


76 5 


IH 5 


106.0 








36 


76.5 


125.0 


106.0 


1894.86 


14.69 


34.00 


15 


37 

38 


76.5 
76.5 


118.0 
115.0 


106.0 
106.0 








30 


1910.45 


15.59 


33 25 


45 


39 


76.5 


120.0 


107.0 


1918.20 


7.75 


15.75 


*9 00 
















15 


































76.45 


120.85 


108.74 




30.426 


07.698 



Thermometer broke. 



61 

REGULATOR TRIALS. 

At the close of the trials for economy, non-condensing, each 
engine was tested for regulation. 

Although no provision was made in the code of regulations 
for regulator trials, it was deemed expedient to compare the 
engines upon this basis, as regulation is to many steam-users 
co-equal with economy. 

The test for regulation consisted in ranging the load as indi- 
cated by the pressure in the rotary pumps from zero to the 
maximum pressure for load non-condensing, and vice versa. 

By reference to the following tables of data from the regulator 
trials, it will be observed that the loads were held for periods ot 
five minutes, when upon signal the load was instantly changed 
from light to heavy, and from heavy to light load. 

In the case of the ''' Reynolds" engine, the load was increased 
from one to three, and diminished from three to one during two 
or three revolutions of the crank. 

During the thirty minutes of regulator trial the steam gauge 
in the pipe, the water gauge connected with the rotary pumps, 
and the engine counter, were read upon signal every minute. 

During each five minutes' interval of heavy or light load, in- 
dicator diagrams were taken from both ends of the cylinders, 
and read for mean effective pressure only. 

Columns 3 in the tables give the readings of the steam gauge 
in the pipe ; columns 4 contain the readings of the gauge on the 
rotary pumps ; columns 5 give the readings of the engine counter ; 
and columns 6 contain the revolutions per minute ; columns 7 
contain the mean revolutions; columns 8 give the mean effective 
pressure ; and columns 9 contain the indicated loads for each 
interval. 

The great regularity of the '* Reynolds" engine under the 
changes of load of regulator trial is marvelous ; with a range of 
load from 126 to 40 horse-power, no material variation occurred 
in the speed of the engine; while with the '' Harris" engine a 
range of load from 124 to 51! was accompanied by a variation of 
nearly two revolutions in the speed ; and a range from 145 to 57 
horse-power with the ** Wheelock" engine was accompanied by 
a variation of nearly three revolutions in the speed. 



62 

REYNOLDS-CORLISS ENGINE. 

REGULATOR TRIAL. 



Pressures 



A.M. 

12:20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 
32 
33 
34 
35 
36 
37 
38 
39 
40 
41 
42 
43 
44 
45 
46 
47 
48 
49 

12:50 



9 
10 
11 
12 
13 
14 
15 
16 
17 
18 
]9 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 



Pds. 
89.00 
92.00 
93.00 
93.00 
92.50 
93.00 
94.00 
94.50 
93.00 
91.00 
88.50 
85.50 
85.00 
86.00 
88.50 
91.00 
93.00 
92.50 
92.50 
92.50 
93.00 
92.00 
92.00 
93.00 
93.00 
94.50 
97.00 
97.50 
97.50 
97.00 
96.00 



Pds. 
110 
110 
110 
110 
110 
21 
21 
22 
21 
21 
21 
109 
111 
111 
110 
110 
000 
000 
000 
000 
000 
103 
103 
105 
103 
103 
000 
000 
000 
000 
000 



Engine Counter. 



Ors 

a 2 

O 



168832 
168906 
168981 
169057 
169133 
169208 
169283 
169359 
169434 
169509 
169585 
169660 
169735 
169810 
169885 
169960 
170036 
170112 
170187 
170263 
170339 
170413 
170488 
170564 
170639 
170714 
170790 
170865 
170942 
171017 
171092 



■s^ 



74 
75 
76 
76 
75 
75 
76 
75 
75 
76 
75 
75 
75 
75 
75 
76 
76 
75 
76 
76 
74 
75 
76 
75 
75 
76 
75 
77 
75 
75 






'5.25 






31.2324 



143.612 



75.33 



75.00 



75.80 



75.80 



75.00 



12.6563 



58.257 



27.5091 



126.072 



8.7462 



40.510/ 



25.7831 



119.421 



9.5161 



43.960 



63 

HARRIS-CORLISS ENGINE. 

REGULATOR TRIAL. 







Pressures. 










B 

7 

S 


S 

o 


6 

'C 
s 

1 


S 

o 

2S 


1 


2 


3 


4 


P.M. 




Pds. 


Pds. 


2:50 


1 


99.25 


105 


51 


2 


97.50 


105 


52 


3 


95.50 


105 


53 


4 


93.00 


104 


54 


5 


90.00 


105 


55 


6 


87.00 


105 


56 


7 


84.50 


000 


57 


8 


83.00 


000 


58 


9 


81.00 


000 


59 


10 


81.00 


000 


3:00 


11 


84.00 


000 


01 


12 


86.00 


101 


02 


13 


89.00 


101 


03 


14 


93.00 


101 


04 


15 


96.25 


103 


05 


16 


97.50 


105 


06 


17 


97 50 


000 


07 


18 


96.50 


000 


08 


19 


95.25 


000 


09 


20 


94.00 


000 


10 


21 


92.00 


000 


11 


22 


89.00 


100 


12 


23 


86.00 


99 


13 


24 


83.00 


99 


14 


25 


80.00 


99 


15 


26 


78.00 


99 


16 


27 


79.00 


000 


17 


28 


80.25 


000 


18 


29 


82.00 


000 


19 


30 


83.00 


000 


3:20 


31 


81.50 


000 



Engine Counter 






286475 
286551 
286627 
286703 
286779 
286855 
286932 
287010 
287087 
287165 
287242 
287318 
287394 
287470 
287546 
287622 
287700 
287778 
287857 
287935 
288013 
288088 
288165 
288239 
288315 
288391 
288468 
288545 
288623 
288701 
288778 






76 
76 

76 
76 
76 

77 
78 
76 
78 
77 
•76 
76 
76 
76 
76 
78 
78 
79 
78 
78 
75 
77 
74 
76 
76 
77 
77 
78 
78 
77 






76.00 



77.20 



76.00 



78.20 



75.60 



77.40 



03 M 



26.0378 



121.130 



12.3207 



58.222 



27.4548 



127.722 



11.8373 



56.662 



26.8099 



124.065 



11.0438 



52.020 



64 
WHEELOCK ENGINE. 

REGULATOR TRIAL. 



^ 


'2 


Pressures. 


Engine Counter. 




<I> 


G 

1. 

6 

a 


6 

a 

S3 


i 
a 

p-i 

o 


c o 

1^ 


0,-2 

.2 ^ 
si 

o ft 


o q 

'|i 

o ft 




H 


o 

2 


OQ 


p^ 


U 


rt 


Ph 
7 


^ 


h- 1 


1 


3 


4 


5 


6 


8 


9 


A.M. 




Pds. 


Pds. 










9:18 


1 


91.50 


115 


395823 











19 


2 


88.50 


115 


395898 


75 








20 


3 


84.00 


115 


395973 


75 








21 


4 


79.00 


113 


396049 


76 


75.40 


29.52,35 


139.489 


22 


5 


76.00 


112 


396124 


75 








98 


6 

7 
8 
9 


72.50 
70.50 
72.50 
76.25 


111 

000 
000 
000 


396200 
396275 
396350 
396431 


76 
75 
75 

81 








24 








25 








26 


77.40 


12.0129 


58.262 


27 


10 


76.50 


000 


396508 


77 








28 


11 


76.00 


000 


396587 


79 








29 


12 
13 


72.50 
70.50 




396660 
396736 


73 

76 








30 








31 


14 


72.00 




396811 


75 


74.80 


31.0390 


145.482 


32 


15 


75.00 




396886 


75 








33 


16 
17 
18 


78.50 
83.25 
84.50 


000 
000 


396961 
397039 
397116 


75 

78 

77 








34 








35 








36 


19 


85.00 


000 


397193 


77 


77.60 


11.8576 


57.658 


37 


20 


85.00 


000 


397271 


78 








38 


21 


84.50 


000 


397349 


78 








39 


22 


84.50 


110 


397425 


76 








40 


23 


86.00 


109 


397500 


75 








41 


24 


88.00 


109 


397576 


76 


75.60 


29.8342 


141.332 


42 


25 
26 


88.50 
87.50 


109 
109 


397651 
397727 


75 
76 








43 








44 


27 

28 


88.50 
89.50 


000 
000 


397804 
397882 


77 
78 








45 








46 


29 


89.00 


000 


397960 


78 


77.40 


12.4747 


60.360 


47 


30 


89.00 


000 


398037 


77 








9:48 


31 


90.00 


000 


398114 


77 









65 



FRICTION TRIALS. 

After the regulator trials were completed with each engine, 
the pump belts were removed for friction trials. 

The scheme for ascertaining the division of loads was as fol- 
lows : 

A— Total load, with pumps working against pressure. 

B — Total load, with pumps working empty. 

C — Total load, with pumps off. 

D — Total load, with test trial line shaft off. 

E — Total load, with jack shaft off. 

E' — Total load, with air pump on. 

A — Indicated load. 

B — Friction load, engine, jack shaft, test trial line shaft, and pumps. 

C — Friction load, engine, jack shaft, and test trial line shaft. 

D — Friction load, engine and jack shaft. 

E — Friction load, engine alone. 

E' — Friction load, engine and air pump. 

A — B— Dynamic load. 

A— E— Gross load. 

B — C — Friction load of rotary pumps. 

C—D— Friction load of test trial line shaft. 

D — E — Friction load'of jack shaft. 

E' — E — Friction load of air pump. 

The time required to empty the wafer-box connected with the 
two " Goulds" rotary pumps made it inconvenient to indicate 
and speed the engines for the " B" load, and this division of load 
was accordingly abandoned. 

The " A" load may be taken either from the regulator trials 
or the trials of engines for economy condensing or non-con- 
densing. 

The ''A," '*C" and ''D" loads for the "Reynolds" and 
"Harris" engines, were indicated with forty pound springs, and 
the " E'" and " E" loads were indicated with twenty pound 
springs. 



66 

The ''A" and *'C" loads for the *' Wheelock" engine were 
indicated with forty pound springs, and the " D" and '*E" 
loads were indicated with twenty pound springs. Owing to the 
non-existence of an air-pump with this engine, an "E'" load 
could not be had. 

The mean effective pressures for the divisions of load in the 
friction tables are averages of four or six diagrams from both ends 
of cylinder. 

During the trials the engine counter was read regularly every 
minute. 

At the foot of each of the friction tables are given the divisions, 
excepting the '* A" loads, and the differences. 




67 



REYNOLDS-CORLISS ENGINE. 

FRICTION TRIAL. — JuilG 19th. 



Eng-. Counter. 


c 


D 


E 


E' 


.2 8 


Revolutions 
per Minute. 


Mean Effective 
Pressure. 


II 


Mean Effective 
^ Pressure. 

• 


P 


> 

^ a 
a tu 




ll 

si 


1^ 


1 


2 

76'.66 

75.66 

75.00 
75.50 


3 


4 


6 


7 


8 

10.2i63 


9 


10 


171383 
171459 
171535 
171611 
173105 
173181 
173256 
173332 
173646 
173721 
173796 
174261 
174336 
174412 


4.1474 


19.2606 


2.57ii 


11.8866 


2.2279 


2.9574 


13.6439 



C "—Friction H. P. engine, jack shaft and center line shaft 19.2606 

D "—Friction H. P. engine and jack shaft 11.8866 

E "—Friction H. P.. engine, air pump off 10.2103 

E' "—Friction H. P. engine, air pump on 13.6439 

E'"— " E "—Friction H. P. air pump 3.4336 

D "— «' E "—Friction H. P. jack shaft 1.6763 

C "— <' D "-Friction H. P. center line shaft 7.3740 



68 



HARRIS-CORLISS ENGINE. 

FRICTION TRIAL — J Line 22(1. 



Eng. Counter. 


c 


D 


E 


E' 


1=1 
a o 

1^ 


03 ft 
P^ 


^ Mean Effective 
Pressure. 


1— 1 


Mean Effective 
Pressure. 


1;2 


Mean Effective 
Pressure. 


Indicated 
Power. 


® 

ii 


P 


1 


2 


4 


6 


7 


8 


9 

3.1087 


10 


289044 
289122 
289200 
289278 
290511 
290588 
290665 
290742 
290915 
290992 


78.00 
77.00 

77'.00 

75*67 
.... 


3.6955 


17"6441 


2.1547 


10.1557 


2]6625 


9^7212 




291069 
291146 
291223 
291401 
291477 
291553 
291628 






14'3992 



'' C " — Friction H. P. engine, jack shaft and center line shaft. . . .17.6441 

" D" — Friction H. P. engine and jack shaft 10.1557 

" E"— Friction H. P. engine, air pump off 9.7212 

" E' "—Friction H. P. engine, air pump on 14.3992 

" E'"— " E"— Friction H. P. air pump 4.0780 

'' D "—" E "—Friction H. P. jack shaft - • • 0.4345 

'<C "—" D"— Friction H. P. center line shaft 7.488i 



69 



WHEELOCK ENGINE. 
FRICTION TRIAL. — June26th. 



Engine 


Counter. 




c 


i> 


K 


'■J 


Revolutions 
per Minute. 


11 

P=5 


tfk Indicated 
Power. 

1 


^ Mean Effective 
Pressure 




Mean Effective 
^ Pressure. 


1- 


1 


3 


3 


6 


8 


399166 












399243 
















399320 


77.00 


2.9623 


14.2928 










399397 










399474 
















399620 














399696 


76.67 






2.0949 


10.0413 






399774 








399850 








•••• • 








400023 


76.00 










400098 










1.6745 


7.9744 


400175 










400251 



























C "—Friction H. P. engine, jack shaft, center line shaft 14.2928 

D "—Friction H. P. engine and jack shaft 10.0413 

E "—Friction H. P. engine 7.9744 

D "— '' E "—Friction H. P. jack shaft 2.0669 

C "— " D "—Friction H. P. center line shaft 4.2515 



70 



SUMMARY OF TRIALS. 

In the resume of the condensing and non-condensing trials, 
and the trials for regulation and consumption of condensing 
water, the averages and totals are arranged in three parallel 
columns. 

The steam pressure in the boilers and in the pipe, the water 
pressure in the pumps, barometer, vacuum by gauge, and all 
temperatures are means of forty-one readings. The revolutions 
per minute are means for whole trial. 

The data under the head of diagrams are means of eighty-two 
readings, forty-one from the front diagrams, and forty-one from 
the back diagrams. 

The ratio of expansion by pressures is the absolute terminal 
pressure into the absolute pressure at cut-off, and the ratio of ex- 
pansion by volumes is the length of stroke to cut-off plus clear- 
ance, into the length of stroke to release plus clearance. 

The theoretical cut-off is obtained by dividing the decimal of 
stroke to cut-off as measured on the diagrams plus clearance, by 
the decimal of stroke to release plus clearance. 

The relative gain by expansion is obtained as follows : let P 
represent the absolute effective pressure, and p the absolute ter- 
minal pressure, and E the relative gain by expansion, then — 

P 
1 r=: work due unexpanded steam at terminal pressure. 

The indicated horse-power is obtained by multiplying the 
factor of horse-power in the tables of dimensions into the mean 
effective pressure. The original loads were intended to range 
from 200 to 220 H.P. condensing, and 145 to 160 H.P. non- 
condensing, but the insecurity of the floors of the Exposition 
building, to which the jack shafts and test line shaft were hung, 
rendered it unsafe to apply a load greater than 175 or 180 H. P. 



71 

and the load condensing was accordingly reduced within safe 
hmits. The non-condensing load was also reduced, but less in 
proportion than the condensing load. 

The friction of engine is obtained by multiplying the factor of 
horse-power in the tables of dimensions, into the " E" mean 
effective pressures from the tables of friction trials. 

The gross load is the difference between the indicated and 
friction loads. 

The extra friction due to load owing to the excellent lubrica- 
tion of all the engines during the trials has been taken at .04 of 
gross load. 

The power absorbed by air pump (condensing trials) is the differ- 
ence between the E and E' load of the friction tables corrected for 
speed of engine during the economy trial. In the ''Wheelock" 
engine no air pump exists, but under the head of power absorbed 
by air pumps, I have given an estimated expenditure of power to 
lift the condensing water for the **Bulkley" condenser. Asa 
matter of fact, the condensers all received water from the city mains 
under pressure, but while this was of no benefit to the ' ' Reynolds" 
and ''Harris" engines (either of which could have raised their con- 
densing water 20 to 25 feet with the observed vacuum), it was a 
positive aid to the " Bulkley" condenser on the "Wheelock" 
engine. 

The head of the ''Bulkley" condenser occupied a position 34 
to 35 feet above the level of the water in the hot well, and it is 
favorable to the condenser to assume the level of the water in the 
hot well, as the natural level of the source from which the con- 
densing water was obtained. According to a statement found in 
Mr. Bulkley's circular on the condenser, with a natural head and 
fall of 13 feet, no circulating pump is required, from which it is 
fair to charge the condenser with the minimum lift into the con- 
densing water expended, and an allowance of twenty per cent, 
for loss of action of pump and frictional resistance of pump and 
water passages. • 

The net effective horse-power is the indicated load, less friction 
of engine, friction of load, and (in the condensing trials) power 
expended in working the air-pump ; and represents the power 
actually delivered to the engine belt. 



72 

The co-efficient of useful effect is obtained by dividing the net 
effective horse-power by the indicated load. It will be observed 
that for both trials, condensing and non-condensing, the " Whee- 
lock" engine produced the best results in this respect. 

The condensing water for the calorimeter was measured 
through a '' Worthington" meter, with an allowance of .03 for 
error in excess by the register. The quantity given in the table 
is the difference between the first and last readings of the meter 
divided by the duration of trial, reduced by three per cent., and 
stated in pounds for temperature of injection. The condensation 
was weighed quarter-hourly on a small platform scale placed 
alongside the calorimeter. The temperatures of injection, over- 
flow, and condensation are means for the whole trial. The ther- 
mal value of the steam is obtained by dividing the heat carried 
off by the condensing water measured from the temperature of 
injection, by the weight of condensation, to which is added the 
heat in the condensation as it left the worm. It will be observed 
that the *' Harris" engine had the best quality of steam for the 
condensing trial, and that the '* Wheelock" engine had the best 
quality of steam for the non-condensing trial, whilst the quality 
of steam in the "Reynolds" trials was inferior to that of both 
** Harris" and "Wheelock." However, with a single exception 
(''Reynolds" trial non-condensing), the steam was always at 
super-heat, and no detrimental results can be attributed to an 
inferior quality of steam. 

The relative values of steam condensing trials are based on the 
quality of " Harris" steam, and the relative values of steam non- 
condensing trials are based on the quality of '* Wheelock" steam. 

The water weighed to boilers is the total quantity charged in- 
dependent of leakage or additions to restore water level. During 
the '* Reynolds" trials, condensing and non-condensing, and the 
"Harris" trial condensing, a slight leak existed at the weighing 
tank, which was caught, weighed and credited in the respective 
trials. During the "Reynold^" trials condensing and non-con- 
densing, a small leak existed in the main steam pipe, near the 
" Reynolds" branch, which was caught and credited. 

At the termination of the "Reynolds" trial condensing, the 



73 

level of water in the boilers was .25'' inch above the level at the 
beginning of trial, and the weight of water due this excess of 
level has been calculated and deducted from the net water 
charged. At the close of the * * Harris" trial condensing, the 
level of water in the boilers was . 5 inch below the level at com- 
mencement of trial, and the weight of water due this shortage in 
level has been calculated, and added to the net water charged. 
At the close of the ' ' Wheelock" trial non-condensing, an excess 
of .375 inch of level existed in the boilers, for which the corre- 
sponding correction in the net water charged has been made. 
The condensation in the calorimeter is the total weight dumped 
during each trial. 

The first and last levels of water in the boilers were alike, in 
the *' Reynolds" trial non-condensing, " Harris" trial non-condens- 
ing, and *' Wheelock" trial condensing. 

The net steam delivered to the engine is the quantity upon 
which the economy is based. 

The steam per indicated horse-power per hour is the net 
steam per hour delivered to the engine, divided by the indicated 
load. 

The steam per hour, per net effective horse-power, is the 
net steam delivered to the engine per hour, divided by the 
net effective horse-power. 

The steam per indicated horse-power per hour, corrected for 
relative value of steam, is the deciding element in the trials for 
economy, and the close approximation of the engines condensing 
upon an uniform basis is very remarkable. 

It is now. well known that the steam engine is a heat engine, 
and the efficiency is a function of the limits of temperature 
between which the motive fluid enters and leaves the machine. 
I have, therefore, rated the engines upon this basis, and accept- 
ing the economy of the engine having the best quality of steam 
as a standard, have developed the economy of the two other 
engines with an equivalent quality of steam. 

The coal per indicated horse-power per hour is based upon an 
evaporation of ten pounds of steam from temperature of feed, per 
pound of coal. From a number of carefully conducted experi- 



74 

ments upon boilers and furnaces during the past calendar year, 
I am satisfied that with a boiler properly adapted to the work 
required of it, well set and carefully fired with a good quality of 
coal, an evaporation of ten pounds per pound of coal is readily 
attainable, with a temperature of feed ranging from 170 to 200 
Fahr. I have, accordingly, assumed the connection of these en- 
gines with such boilers. 

The steam per hour by the diagrams is the weight of steam 
to release, less weight of steam retained for cushion. 

The percentage of steam accounted for is very low with all 
engines, and is attributable largely to the natural leaks of new 
engines comparatively unworked. These engines would all have 
shown better economy after a continuous use, with fair load for a 
period of two or three months ; but with the natural leaks through 
valves and past pistons, and a steam pressure higher than usual, 
it is not surprising that the engines accounted for a low percent- 
age of the steam actually delivered to the cylinder. 

The expenditure of condensing water with the " Harris" and 
'* Reynolds" engines was at the rate of about fifty-two tons per 
hour, and with the " Wheelock" engine about thirty-eight tons 
per hour. 

The quantity of condensing water per pound of steam con- 
densed has been stated in pounds and gallons. 

The summary of the regulator trials contains the mean revo- 
lutions per minute for the duration of the trials, compared with 
the mean revolutions during non-condensing trials. 

It will be observed that all the engines ran at an increased 
speed during the regulator trials. The ''Reynolds" engine 
gained one revolution in every 25641. The ''Harris" engine 
gained one revolution in every 79. 17 revolution ; and the "Whee- 
lock" engine gained one revolution in every 258.8 revolutions. 

The relative regulation is based upon the percentage of varia- 
tion, with the regulation of the " Reynolds" engine as a standard. 
Upon the assumption of no variation in the motion of the " Rey- 
nolds" engine, then the gain in speed by the "Harris" engine 
was 1.255 P^'' cent., and in the "Wheelock" engine the gain in 
speed was .3814 percent. 



75 

The resume of condensing water expended in affecting the 
vacuum for the trials of engines condensing, exhibits the economy 
upon the basis of uniform vacuum, and uniform thermal valve of 
steam. The captions of the summary table fully explain the 
meaning of the quantities. 

I have appended to this report two pairs of diagrams from 
the trials of each engine, condensing and non-condensing, upon 
which hyperbolic curves have been drawn from the point of cut- 
off. The diagrams have been carefully worked in pairs upon one 
card, and contain the mean dataof each pair by measurement and 
calculation. 

Cincinnati, September lo, 1880. 



76 



SUMMARY OF TRIALS ENGINES CONDENSING. 



Reynolds- 
Corliss. 



Wheelock. 



Harris- 
Corliss. 

Date of trial June 17 & 18. June 21. June 25, 

Duration of trial 10 h'rs. 10 h'rs. 10 h'rs. 



GENERAL OBSERVATIONS. 

Steam pressure boilers . . 95.83 

Steam pressure pipe ... 92.50 

Water pressure rotary pumps 123.46 

Barometer 29.72 

Vacuum by gauge 25.45 

Temperature of air 84.15 

Temperature of injection 72.44 

Temperature of overflow 101.70 

Kevolutions per minute, engine 75.383 

Revolutions per minute, air pump 59.100 

DIAGRAMS. 

Initial pressure 91.090 

Cut-oflf in decimal of stroke .12406 

Pressure at cut-off 86.329 

Terminal pressure absolute 15.161 

Vacuum at mid stroke, pounds 10.139 

Counter pressure at mid stroke absolute 4.450 

Maximum compression pressure " 13.642 

Mean effective pressure 35.4036 

RATIO OF EXPANSION. 

By pressures 6.9706 

By volumes 6.6694 

Theoretical cut-off 14993 

Relative gain by expansion 2.2976 

THE LOADS. 

Indicated horse-power 162.9952 

DISTRIBUTION OF THE LOADS. 

Friction of engine 10.2624 

Gross load 152.7328 

Extra friction of engine due to load .... 6.1093 
Power absorbed by air pump, including 

friction 3.4282 

Net effective horse-power 143.1953 

Co-efflcient of useful effect 87.8516 



96.09 
91.65 
134.18 
29.55 
25.67 
87.60 
75.90 
97.50 
75.830 
75.830 



90.072 

.11867 
86.966 
14.568 
11.152 
3.352 
26.595 
35,6722 



6.9403 
6.9505 
.14386 
2.3300 



96.25 
91.44 

142.03 
29.41 
23.98 
83.27 
77.20 

111.70 
74.472 



88.086 

.13084 
77.697 
14.044 

9.729 

4.706 
28.100 
33.9396 



7.3001 
6.3477 
.15753 
2.4447 



165.5781 158.3846 



9.5734 


7.8141 


156.0047 


150.5705 


6.2402 


6.0228 


4.6879 


0.6014^ 


145.0766 


143.9463 


87.6183 


90.8845 



* Power to lift circulating water for condenser. 



77 



CALORIMETER. 

Reynolds- Harris- 
Corliss. Corliss. 

Condensing water per hour 1427.46 1405.72 

Condensation water per hour 68.92 50.55 

Temperature of injection 77:03 78.07 

Temperature of overflow 131.96 121.87 

Temperature of condensation 107.42 97.86 

Thermal value of steam 1243.84 1315.86 



Wheelock. 

1797.46 

69.20 

77.24 

123.25 

106.57 

1301.65 



Relative value of steam 



0.94527 1.00000 0.98919 



STEAM EXPENDED. 



Water weighed to boilers 34425.000 32296.000 31538.500 

Leakage of tanks 26.250 13.000 

Leakage of pipe 29.500 

Correction for variation of water level .. — 142.845 -|-285.690 

Condensation in calorimeter 620.025 505.500 692.000 

Net steam delivered to engine 33606.380 32063.190 30846.500 



19.4755 
21.4289 



ECONOMY OF ENGINE. 

Steam per indicated horse-power, per 

hour, actual 20.6179 19.3642 

Steam per net effective horse-power, per 

hour, actual 23.4687 22.1009 

Steam per indicated horse-power, per 

hour, corrected for relative value 

of steam 19.4894 19.3642 19.2654 

Coal per indicated horse-power, per 

hour, evaporation 10 to 1 1.9489 

Relative economy 0.98848 

CALCULATED ECONOMY. 

Steam per hour by the diagrams 2426.342 

Percentage of steam accounted for 72.199 

Steam per indicated horse-power, per 

hour, by the diagrams 14.886 13.755 13.915 

CONDENSING WATER. 



1.9364 


1.9265 


0.99487 


1.00000 


2277.581 : 


2204.038 


71.034 


71.449 



Water expended per hour 103783.3 

Water expended per pound of steam, 

pounds 30.881 

Water expended per pound of steam, 

gallons 3.703 3.900 



104307.1 76323.8 
32.532 24.743 
2.967 



78 



SUMMARY OF TRIALS ENGINES NON-CONDENSING. 

Reynolds- Harris- lyheelock 

Corliss. Corliss. >* neeiocK. 

Date of trial ; June "18. June 22. June 25. 

Duration of trial 9 hours. 10 hours. 10 hours. 

"" GENERAL OBSERVATIONS. 

Steam pressure boilers 96.61 96.32 96.32 

Steam pressure pipe 92.54 91.48 91.54 

Water pressure rotary pumps 106.25 110.16 116.85 

Barometer 29.75 29.55 29.48 

Temperature atmosphere 87.42 85.30 78.82 

Revolutions per minute 75.330 75.810 76.072 

DIAGRAMS. 

Initial pressure 89.994 89.522 88.499 

Cnt-ofif, decimal of stroke 15956 .13627 .16966 

Pressure at cut-off 84.757 85.910 76.875 

Terminal pressure absolute 17.413 17.037 17.460 

Counter pressure at mid-stroke 0.945 0.415 0.957 

Maximum compression pressure 34.704 46.098 44.218 

Mean effective pressure 29.7805 28.9397 29.3632 

RATIO OF EXPANSION. 

By pressures 6.0067 6.1059 5.8976 

By volumes 5.4165 6.3496 5.1418 

Theoretical cut-off 18461 .15748 .19448 

Relative gain by expansion 1.5489 1.5500 1.5107 

THE LOADS. 

Indicated horse-power 137.0171 134.2926 139.9726 

DISTRIBUTION OF THE LOADS. 

Friction of engine 10.2552 9.5609 7.9819 

Gross load 126.7619 124.7317 131.9907 

Extra friction of engine due to load 5.0705 4.9893 5.2796 

Net effective horse-power 121.6914 119.7424 126.7111 

Co-efficient of useful effect 88.6094 89.1653 90.5253 

CALORIMETER. 

Condensing water per hour 1303.93 1530.87 1836.32 

Condensation water per hour 68.33 54.77 67.70 

Temperature of injection 76.86 77.87 76.45 

Temperature of overflow 134.86 1 19.27 120.85 

Temperature of condensation 104.55 98.67 108.74 

Thermal value of steam 1211.30 1255.74 1313.11 

Relative value of steam 0.92246 0.95629 1.00000 



79 



STEAM EXPP:NDED. 

Reynolds- Harris- Whpplnfk 
Corliss. Corliss. VVheeloclc, 

Water weighed to boilers 32645.500 32708.000 35749.000 

Leakage of tanks 20.500 

Leakage of steam pipe 15.750 

Correction for variation of water level.. —214.267 

Condensation in calorimeter 615.000 547.750 645.750 

Net steam delivered to engine 31994.250 32160.250 34888.983 

ECONOMY OF ENGINES. 

Steam per indicated horse-power, per 

hour, actual 25.9447 23.9072 24.9262 

Steam per net effective horse-power, per 

hour, actual 29.2125 26.8126 27.5346 

Steam per indicated horse-power, per 

hour, corrected for relative value 

of steam 23.9331 22.0541 24.9262 

Coal per indicated horse-power, per hour, 

evaporation of 10 to 1 2.3933 2.2054 2.4926 

Relative economy 0.92146 1.00000 0.88476 

CALCULATED ECONOMY. 

Steam per hour by the diagrams 2589,137 2419.078 2642.090 

Percentage of steam accounted for 72.832 75.346 75.726 

Steam per indicated horse-power, by the 

diagrams 18.896 18.013 19.674 



80 



Reynolds- 


Harris- 


Corliss. 


Corliss. 


30 


30 



REGULATOR TRIAL. 

Wheelock. 

Duration of trial, minutes 30 30 30 

Revolutions per minute 75.333 76.766 76.360 

Revolutions per minute during non- 
condensing trial 75.330 75.810 76.072 

Percentage of variation ... 0.0039 1 .2630 0.3864 

Relative regulation 1.0000 0.9876 0.9962 



CONDENSING WATER. 



25.67 


23.98 


1.0000 


0.9341 


1.0000 


0.9892 


32.532 


24.743 



Vacuum obtained 25.45 

Relative vacuum 0.9914 

Relative value of steam 0.9452 

Condensing water per pound of steam . . 30.881 
Condensing water per pound of steam, 

corrected for relative value of 

steam 32.670 32.532 25.013 

Condensing water per pound of steam, 

corrected for relative vacuum 32.952 32.532 26.775 

Relative consumption of condensing 

water 1.0000 0.9872 0.8125 

Relative economy of condensing water. . 0.8125 0.8230 1.0000 



81 



DISCUSSION OF THE EXPERT 

4 IN THE 

TEST TRIALS OF AUTOMATIC CUT-OFF STEAM ENGINES, 

AT THE 

FIRST MILLERS' INTERNATIONAL EXHIBITION, 

CI]VCI]V]Vj^TI, JUNE, 1880. 



Upon approaching the subject of the award of first degree of 
merit, I find the pathway beset by many difficulties. I believed, 
and not without precedent, that the engine which upon trial 
would develop the highest economy condensing, would also 
develop the highest economy non-condensing, and that no ma- 
terial differences would occur in the relative regulation of the 
engines, nor in the consumption of condensing water to effect a 
given vacuum under given conditions. But upon the record which 
I believe was as accurate as skill and vigilance could possibly 
make it, it appears that while one engine develops the highest 
economy condensing, another engine develops the highest 
economy non-condensing, and still a third produces a regulation 
under varying load trial, hitherto unheard of. 

The engine which produces the best record condensing, also 
exhibits the best econom.y in the use of condensing water ; but 
the condenser used upon this engine was a machine of independ- 
ent manufacture, and not in common use by the builder of the 
engine. 

The positions of the engines condensing (economy) were 
"Wheelock" first, "Harris" second, and "Reynolds" third, 
with a relative record of — 

. " Wheeloc'k" 1.00000, "Harris" 0.99487, "Reynolds" 0.98848. 

The positions of the engines non-condensing, were, " Harris" 
first, "Reynolds" second, and " Wheelock" third, with a relative 
record of — 

"Harris" 1.00000, "Reynolds" 0.92146, " Wlieelock" 0.88476, 



82 

The positions of the engines in regulation, were, "Reynolds" 
first, "Wheelock" second, and ''Harris" third, with a relative 
record of — 

"Reynolds" 1.00000, " VVheeljck" 0.9962, " Harris" 0.9876. 

% 

The positions of the engines for economy of condensing water, 
were, ** Wheelock" first, "Harris" second, and "Reynolds'' 
third, with a relative record of — 

" Wheelock 1.00000, "Harris" 0.8230, "Reynolds" 0.8125. 

Some exception may be taken to the use of the condensing 
water as an element in determining the relative merits of the 
engines, for the reason that condensing engines are usually em- 
ployed only where an ample supply of water for condensation 
purposes may be had without cost. 

Upon the other hand, many steam users having access to limited 
sources of condensing water, have been deterred from introduc- 
ing condensing engines for fear of a lack of condensing water, 
and in these trials it was intended to rate the engines upon 
economy of condensing water, as a means of influencing the 
more extensive use of condensing engines. 

The condensers of the "Harris" and "Reynolds" engines 
differed only in detailof arrangement, whilst the "Bulkley" conden- 
ser on the " Wheelock" engine, was a new and totally different 
device. 

It will be observed that the consumption of condensing water 
by the two former arrangements differed but sHghtly, while the 
'* Bulkley" condenser consumed much less water than either of 
the other condensers for the same effect. 

Whatever excellence may be due the smaller relative use of 
condensing water by the condenser of the "Wheelock" engine, 
it seems to be due Mr. Bulkey rather than Mn Wheelock, for the 
reason that the ** Bulkley" condenser is in the market for sale to 
any engine user who wishes to buy it, while both Mr. Harris and 
Mr. Reynolds used condensers of their own design and manufac- 
ture, and as essential parts of their engines. 

The "Reynolds" condenser is of such a construction that it 
can be attached to any make of engine, and I should regard any 



83 

excellence it might develop, when attached to other than a 
** Reynolds" engine, as due Mr. Reynolds and not the engine. 

The good judgment of Mr. Wheelock in adopting the 
*'Bulkley" condenser for the purpose of the trial is commendable 
in a business sense, but it is doubtful whether ' the " Wheelock" 
engine as an engine should be credited with the favorable, or 
charged with the unfavorable performance of a machine invented 
and built by another party. 

There was no stipulation in the code of regulations barring the 
use of any form or make of condenser, and each contestant was 
privileged to employ any form of condenser he chose. 

The positions of the engines in useful effect condensing, were, 
*' Wheelock" first, ''Reynolds" second, and " Harris" third, with 
a relative record of — 

" Wheelock" .908845, ''Reynolds" .878516, "Harris" .876183. 

The positions of the engines in useful effect non-condensing, 
were, "Wheelock" first, "Harris" second, and "Reynolds" third, 
with a relative record of — 

" Wheelock .905253, " Harris .891653, "Reynolds .886094. 

The positions of the engines rated upon economy alone, were, 
" Harris" first, " Reynolds" second, and "Wheelock" third, 
with a relative record of — 

" Harris" .99743, " Reynolds" .95497, " Wheelock" .94238. 

The positions of the engines for economy and regulation, were, 
"Harris" first, "Reynolds" second, and "Wheelock" third* 
with a relative record of — 

"Harris" .99416, "Reynolds" .96998, "Wheelock" .96032. 

The positions of the engines for economy of steam and con- 
densing water, and regulation, were, "Wheelock" first, "Harris" 
second, and " Reynolds" third, with a relative record of— 
"Wheelock" .97024, "Han is .95137, "Reynolds" .93061. 
The positions of the engines for economy of steam and con- 
densing water, regulation and co-efficients of useful effect, were, 
"Wheelock" first, "Harris" second, and "Reynolds" third, 
with a relative record of — 

"Wheelock" .94901, "Harris" .92888, "Reynolds" .91451. 



84 

The positions of the engines for economy of steam, regulation 
and co-efficients of useful effect, were, " Harris" first, "Wheelock" 
second, and " Reynolds" third,' with a relative record of — 
"Harris" .95006, " Wlieeloek" .93881, " Eeynokls .93491. 

The positions of the engines for economy of steam and con- 
densing water, were, '' Wheelock" first, " Harris" second, and 
" Reynolds" third, with a relative record of — 

'' Wheelock" .96159, " Harris" .93929, " Rey"<>l(^l^^" .90748. 

In view of the near approximation of the engines in steam 
economy, and the probability of error in the meter record of 
condensing water (the quantities by meter not being fairly justi- 
fied by the terminal temperatures, and weights of steam delivered 
to the condensers, and temperatures of overfliow from hot wells), 
I am disposed to submit the accompanying report of the results 
of the trials without comment or award. 

Cincinnati, September \\^ i88o. 



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REYNOLDS-CORLISS, No. 13, JUNE 17th, 6:00 P.M. 




REYNOLDS-CORLISS. No. 18, JUNE 17th, 7:i:» P.M. 




REYNOLDS-CORLISS, No. 10, JUNE 18th, 4:15 P.M. 




REYNOLDS-CORLISS, No, 20, JUNE 18th, 9:00 P.M. 



HARRIS-CORLISS, No. 27, JUNE 21st. 11:45 P.M. 




HARRIS-CORLISS, No, 34, JUNE 22d, 1:80 A.M. 




HARRIS-CORLISS, No. 14, JUNE '22d, 7:45 A.M. 




HARRIS-CORLISS, No. 28, JUNE '22d. ]1:1.'> A.M. 




WHEELOCK, No. 10, JUNE 25th, 2:00 P.M. 




WH5EL0CK, No. 19, JUNE 25th, 4 ; 15 P.M. 



LIBRARY OF CONGRESS 







021 469 857 2 



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WHEELOCK, No. 15, JUNE 2(ith, 2 : 4."i A.M. 




WHEELOCK, No. 24. JUNE 2(!th, 5:00 A.M. 



LIBRARY OF CONGRESS 




